IMAGE  EVALUATION 
TEST  TARGET  (MT-3) 


1.0 


I.I 


14^128     |2.5 
1^    12.2 


muw 


IM 


2.0 
1.8 


L25  lllil.4    11.6 


M 


7 


^  J^  > 


'/ 


Hiotographic 

Sdences 

Corporation 


33  WEST  MAIN  STREET 

WEBSTER,  N.Y.  14580 

(716)872-4503 


4^. 


CIHM/ICMH 

Microfiche 

Series. 


CIHM/ICMH 
Collection  de 
microfiches. 


Canadian  Institute  for  Historical  Microrefiroductions  /  Institut  Canadian  de  microreproductions  historiques 


Technical  and  Bibliographic  Notes/Notes  techniques  et  bibliographiques 


The  Institute  has  attempted  to  obtain  the  best 
original  copy  available  for  filming.  Features  of  this 
copy  which  may  be  bibliographically  unique, 
which  may  alter  any  of  the  images  in  the 
reproduction,  or  which  may  significantly  change 
the  usual  method  of  filming,  are  checked  below. 


D 


D 


n 


n 


n 


Coloured  covers/ 
Couverture  de  couleur 


I      I    Covers  damaged/ 


Couverture  endommagde 


Covers  restored  and/or  laminated/ 
Couverture  restaur6e  et/ou  pelliculde 


I      I    Cover  title  missing/ 


Le  titre  de  couverture  manque 


I      I    Coloured  maps/ 


Cartes  g^ographiques  en  couleur 

Coloured  ink  (i.e.  other  than  blue  or  black)/ 
Encre  de  couleur  (i.e.  autre  que  bleue  ou  noire) 


I      I    Coloured  plates  and/or  illustrations/ 


Planches  et/ou  illustrations  en  couleur 

Bound  with  other  material/ 
Reli6  avec  d'autres  documents 

Tight  binding  may  cause  shadows  or  distortion 
along  interior  margin/ 

Lareliure  serrde  peut  causer  de  I'ombre  ou  de  la 
distortion  le  long  de  la  marge  int^rieure 

Blank  leaves  added  during  restoration  may 
appear  within  the  text.  Whenever  possible,  these 
have  been  omitted  from  filming/ 
11  se  peut  que  certaines  pages  blanches  ajoutdes 
lors  d'une  restauration  apparaissent  dans  le  texte, 
mais,  lorsque  cela  6tait  possible,  ces  pages  n'ont 
pas  6t6  film6es. 

Additional  comments:/ 
Commentaires  suppl6mentaires: 


The 
to  tt 


L'Institut  a  microfilm^  le  meilleur  exemplaire 
qu'il  iui  a  6X6  possible  de  se  procurer.  Les  details 
de  cet  exemplaire  qui  sont  peut-Atre  uniques  du 
point  de  vue  bibliographique,  qui  peuvent  modifier 
une  image  reproduite,  ou  qui  peuvent  exiger  une 
modification  dans  la  m^thode  normale  de  filmage 
sont  indiquds  ci-dessous. 


□   Coloured  pages/ 
Pages  de  couleur 

n    Pages  damaged/ 
Pages  endommag^es 

n    Pages  restored  and/or  laminated/ 
Pages  restaurdes  et/ou  pellicul6es 


D 


The 
posi 
oft! 
film 


Orig 

begi 

the 

sion 

othe 

first 

sion 

or  ill 


Pages  discoloured,  stained  or  foxed/ 
Pages  d6color6es,  tachet^es  ou  piqudes 


n    Pages  detached/ 
Pages  ddtachdes 


Showthrough/ 
Transparence 


I      I    Quality  of  print  varies/ 


Qualitd  indgale  de  I'impression 

Includes  supplementary  material/ 
Comprend  du  materiel  supplimehtaire 

Only  edition  available/ 
Seule  Edition  disponible 


The 
shal 
TINI 
whii 

Map 

diff« 

entii 

beg 

right 

requ 

metl 


Pages  wholly  or  partially  obscured  by  errata 
slips,  tissues,  etc..  have  been  refilmed  to 
ensure  the  best  possible  image/ 
Les  pages  totalement  ou  partiellement 
obscurcies  par  un  feuillet  d'errata,  une  pelure, 
etc.,  ont  6t^  film6es  6  nouveau  de  fapon  6 
obtenir  la  meilleure  image  possible. 


This  item  is  filmed  at  the  reduction  ratio  checked  below/ 

Ce  document  est  filmd  au  taux  de  reduction  indiqu6  ci-dessous. 


10X 

14X 

18X 

22X 

26X 

30X 

y 

12X 


16X 


20X 


24X 


28X 


32X 


The  copy  filmed  here  has  been  reproduced  thanks 
to  the  generosity  of: 

Library  of  the  Public 
Archives  of  Canada 


L'exemplaire  filmi  fut  reproduit  grAce  A  la 
g*nArosit6  de: 

La  bibliothdque  des  Archives 
publiques  du  Canada 


The  images  appearing  here  are  the  best  quality 
possible  considering  the  condition  and  legibility 
of  the  original  copy  and  in  keeping  with  the 
filming  contract  specifications. 


Original  copies  in  printed  paper  covers  are  filmed 
beginning  with  the  front  cover  and  ending  on 
the  last  page  with  a  printed  or  illustrated  impres- 
sion, or  the  back  cover  when  appropriate.  All 
other  original  copies  are  filmed  beginning  on  the 
first  page  with  a  printed  or  illustrated  impres- 
sion, and  ending  on  the  last  page  with  a  printed 
or  illustrated  impression. 


Les  images  suivantes  ont  6t6  reproduites  avec  le 
plus  grand  soin,  compte  tenu  de  la  condition  et 
de  la  nettet6  de  rexemplaire  fiimd,  et  en 
conformity  avec  les  conditions  du  contrat  de 
filmage. 

Les  exemplaires  originaux  dont  la  couverture  en 
papier  est  imprimie  sont  filmds  en  commenpant 
par  le  premier  plat  et  en  terminant  soit  par  la 
derniire  page  qui  comporte  une  empreinte 
d'impression  ou  d'illustration.  soit  par  le  second 
plat,  selon  le  cas.  Tous  les  autres  exemplaires 
originaux  sont  filmfo  en  commen9ant  par  la 
premidre  page  qui  comporte  une  empreinte 
d'impression  ou  d'illustration  et  en  terminant  par 
la  derniire  page  qui  comporte  une  telle 
empreinte. 


The  last  recorded  frame  on  each  microfiche 
shall  contain  the  symbol  —^-(meaning  "CON- 
TINUED"), or  the  symbol  V  (meaning  "END"), 
whichever  applies. 


Un  des  symboles  suivants  apparaltra  sur  la 
dernidre  image  de  cheque  microfiche,  selon  le 
cas:  le  symbols  —►  signifie  "A  SUIVRE  ",  le 
symbols  V  signifie  "FIN". 


Maps,  plates,  charts,  etc.,  may  be  filmed  at 
different  reduction  ratios.  Those  too  large  to  be 
entirely  included  in  one  exposure  are  filmed 
beginning  in  the  upper  left  hand  corner,  left  to 
right  and  top  to  bottom,  as  many  frames  as 
required.  The  following  diagrams  illustrate  the 
method: 


Les  cartes,  planches,  tableaux,  etc.,  peuvent  dtre 
film6s  d  des  taux  de  reduction  diffdrents. 
Lorsque  le  document  est  trop  grand  pour  dtre 
reproduit  en  un  seul  clich6,  11  est  film6  A  partir 
de  I'angle  sup6rieur  gauche,  de  gauche  d  droite, 
et  de  haut  en  bas,  en  prenant  le  nombre 
d'images  nicessaire.  Les  diagrammes  suivants 
illustrent  la  mdthode. 


1 

2 

3 

1 

2 

3 

4 

S 

6 

^    / 


T 


.,MW' 


>    r         * 


T 


1^ 


/ 


I 


I  ■ 


*      '     '      1      a 
.  *      m 

<.     t-.     »c     «s        Z 
111'  ^ 

n 

Ob      Qb     Os      V,  5 
1C      C,      5      >♦  ! 


^ 

^ 


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^     I 


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o       ,  .'. 


s# 


#--,..-^- 


,."i 


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m'-!f: 


s^ 


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l»r 


M. 


\«'. 


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-.-y- 


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T  II  E 


GEORGIAN  BAY  CAML. 


K  E  P  O  R  T  S 


i^  i 


OP 


COL.  R.  B.  3IAS0N,  COXSULTL\(l  EXGINEEIJ, 


AND 


KIVAS  TILLY,  CHIEF  ENGINEER; 


AV  I  T  n     AN 


APPENDIX,    PROFILE,    AXD    MAP. 


^,4 


CHICAGO: 

DAILY  TRESS  BOOK  AND  JOB  PRINT,  43  CLARK  STREET. 

185S. 


w 


R  K  1»  OUT. 


I 


7r)    (rKOUdK     StKKI,,    TiIOMAS     1  {|(  in[(1Nl),    (nitJ   WiM.IAM      IIkoss, 

Coiiitn'tttacof  Toroydo  Coxvcntion^  held  §>jit,  l'<it/i,  1H55: 

fficxTLKMKX — Til  coinitliMiU'o  witli  your  riMjiU'st,  I  visite<l 
Canada  in  tliu  fall  of  ISoS,  and  cxamiiu'd  tlio  |)n>|K)S('(l  routr  of 
tlie  Toronto  ami  Gt'opjjian  l>ay  Canal,  in  company  with  Kivas 
Tui.LY,  Es(j.,  of  Toronto,  who  had  then  just  commcnci'd  its  survoy. 

In  the  oxaminations  made  at  that  tinio,  several  routes  prcsfiitcd 
a])i)art'nt  facilities  for  construction  nearly  e<pial,  and  in  view  of  the 
great  importance  of  the  pr(»je('t,  it  was  deemed  essential  to  make 
a  more  extended  survey  of  the  country  than  was  at  iirst 
contemplated. 

Mr.  Tally  has  since  devoted  mneli  time  in  a  careful  and  thorough 
cxaminaticm  of  four  dilferent  routes,  and  the  results  he  jircsents  in 
his  able  re[)ort,  published  herewith. 

Mr.  Tully  lias  so  fully  discussed  all  the  points  relative  to  the 
construction  of  the  canal,  that  I  beuj  to  refer  to  his  report  for 
information  on  that  head. 

I  pr()[»oso  to  present  in  this  report, 

Jb^lrst  —  The  distance  by  lake,  cjiiial  and  river,  between  Chicai^o 
and  New  York,  and  Chicago  and  Quebec,  by  each  existing  and 
contemplated  route. 

Second — Cost  of  transportation  by  each  route,  in  vessels  of 
difierent  sizes. 

Third — Cost  of  tlie  canal,  tonnage  and  revenne,  with  the 
prospective  increase  from  year  to  year. 

Fourth  —  Extent  of  conntry  tributary  to  the  canal,  climate, 
agriculture  and  mineral  resources,  extent  of  country  now  under 
cultivation,  present  po[»ulation,  railway  progress,  etc. 

Fifth  —  Conchision. 


I 


GEORGIAN    BAY    CANAL. 


1st.  7V/<3  Bixtancc  hy  LaJc^^  Canal  and  Illv(:i: — Tl jo  following 
table  of  distances  lias  been  made  np  from  the  most  reliable  infor- 
mation I  could  obtain  by  the  examination  of  charts,  and  by  con- 
sulting navigators  now  resident  in  Chicago,  It  will  be  found  to 
vary  from  the  table  prepared  by  3Ir.  Tully,  or  from  estimates 
heretofore  made.  Tlie  variation  is  mainly  between  Chicago  and 
Buftalo,  which  ha:-  heretofore  been  computed  at  1,100  miles.  This 
distance,  no  doubt,  has  been  made  up  from  the  coasting  distances, 
which  has  been  the  route  taken  generally  by  vessels  heretofore. 

But  it  is  believed  that  a  vessel  startinir  from  Cincaw,  and  taking 
the  most  direct  route  tliroui'-h  tl»e  lake,  would  not  necessarilv  have 
to  go  more  than  91 G  miles  to  reach  Bulfalo. 

Wherever  the  St.  Lawrence  river  forms  a  portion  of  the  route, 
it  has  been  included  under  the  head  of  lake,  as  being  a  navigation 
not  materially  more  expensive  than  the  lake. 

The  leno-th  of  the  canals  on  the  routes  to  New  York  includes  the 
distance  to  Albany,  and  is  the  actual  length  in  all  cases  except  by 
the  Toronto  and  Georgian  liay  route. 

The  whole  distance  in  this  case  from  Lake  Huron  to  Lake  Ontario, 
100  miles,  is  called  canal,  whereas  23  miles  of  it  is  through  Lake 
Sinicoe,  and  from  15  to  20  miles  is  what  might  be  termed  slack 
"water  navigation,  having  a  large  extra  width,  really  reducing  the 
distance  of  actual  canal  to  about  GO  miles. 

This  explanation  is  due  to  the  Toronto  and  Georgian  Bay  route, 
although  in  making  up  the  cost  of  transportation  it  was  deemed 
advisable  to  call  the  entire  length  a  canaL 


Comjxiratiue  Dlsta?ices  of  the  e:dstln[f  and  proposed  Routes  from 

Chicago  to  Nevi    YorJc. 


ROUTE. 


.Chicago  via  BufTiilo  to  Xew  York. 


"    AVelliind  Caiiiil  and  Orfwcj^o  to  X.  York 

"  Gooigiau  Bay  Canal  and  Oswego  to 
New  York 

"  Welland  Canal  and  Lake  Cli.aniplaiu  to 
New  York 

"  Georgian  Bay  Canal  and  Lake  Cham- 
plain  to  Xew  York 

"  Ottawa  Canal  and  Lake  Chaniplain  to 
Xew  York 


Lake. 

916 
1043 

685 

1369 

1011 

896   1 


Caual.  j  River.       Total. 

I       i 


364 

237 

309 
167 
239 
315 


14.5  I  1425 
145   1425 

145 


1138 


145  I  1681 

I 

145  I  1395 

145  1356 


GEOKGIAX  ]]AY  CAXAL. 


Coii)2M)'ative  Distances  of  the  existing/  ninJ proposed  Boutcs  from 

Chicaijo  to  Qxthec. 


ROUTE. 


L;iko.   i   Canal,  i  llivor. 


Chicago  via  Wei  lurid  Canal  and  St.  Lawrence  to^  j 

Quebec i  1101   |       09 

"         "    Georgian  Bav  Canal  and  St.  Lawrence:  I 

to  (hiebee '  104:5   \     Ul 

"         "    Ottawa   Canal   and  St.   Lawrence  to|  j 

(Quebec '  970  \     200 


2(1.  Cost  of  Transportation. — In  making  up  tlioso  tal>les  it  has 
been  assumed  that  there  woukl  be  no  transliipinent  at  Ibitlalo  and 
Oswego,  but  that  the  Erie  and  Osweii'o  Canals  wouhl  be  enlarged 
to  the  dimensions  now  proposed  for  the  Erie  Canal,  and  that  on  all 
tlie  other  routes  such  improvements  would  be  made  as  to  eiuible 
tlie  same  vessel  loading;  at  Chicago  to  deliver  her  cargo  in  New 
York  or  Quebec;  and  on  the  route  where  no  transhi})ment  occurs, 
the  price  by  river  is  computed  the  same  as  by  lake. 

This  diftercnce  in  tlie  cost  of  transportation  in  small  and  largo 
vessels  is  only  intended  to  be  approximate,  the  actual  result  would 
no  doubt  bo  still  more  favorable  for  tlie  largo  vessel. 


..  1 


IPROJM    CHICAGO    'rO    ISTKW    ^'OKK. 


ROUTK. 

u 

S3 

i 

ifi 

C 

c 
u 

BJTE  !N  MILLS  PER 
MILE. 

£  o 

h2 

(5 

1 

800  ton 

vessel,  Butt'alo  &  Erie  Canal 

910 

304 

145 

3 

8 

5 

10 

80.49 

450  " 

U                      t(        l(               ii          u 

910 

3i;4 

145 

•>3. 

-4 

8 

5 

10 

0.30 

600  " 

ii.                t(      11           >(        (( 

916 

304 

145 

2-.V 

8 

5 

10 

6,03 

750  " 

l(                        <(         U                 tl           t( 

910 

304 

145 

H 

8 

5 

10 

5.S0' 

1000  " 

U                    <(        ((              (1          u 

910 

304 

145 

2 

8 

5 

10 

5.57j 

300  ton  vcs.Wolland  Canal  &  Oswego 

1043 

237 

145 

3 

8 

5 

10 

5.80 

450  " 

11                 ti      t(           ti        11 

104;; 

237 

145 

2f 

8 

5 

10 

5.00 

600  " 

11                 (1      11            11        i( 

104o 

237 

145 

2.V 

8 

5 

10 

5.34; 

150  " 

i(                 1.      11            11        i( 

H»43 

237 

145 

H 

8 

5 

1(> 

5.08^ 

1000  " 

11                 11      i(            11        (1 

1043 

237 

145 

2 

8 

5 

10 

4.82 

800  ton  ves.Geo'n  Bay  Can.  il"  Oswe<io 

685 

309 

145 

3 

8 

5 

10 

6.36 

450  " 

11                 11      11            (1        11 

085 

309 

145 

n 

8 

5 

10 

5.18 

600  " 

t(                 ti      11            It        11 

685 

309 

145 

24- 

8 

5 

10 

5.01 

Too  " 

11                 11      11            11        11 

685 

309 

145 

H 

8 

5 

10 

4.84 

1000  " 

11                        11         1.                 U           ti 

085 

309 

145 

1 

•> 

8 

5 

10 

4.07  1 

I 


6 


GEORGIAN   EAY   CAXAL. 


b 


3rRO]M    CHICi^GO    TO    ISTEW    YOKK. 


KATB  IN  MILI,9 

ROUTE. 

a 

PKR   MILK. 

^ 

. 

^1 

a 

c 

ci 

S 

> 

o 

" 

- 

300  ton  vessels  Wellaiid  Canal  and 

Luke  Champlain 

1369 
1369 

167 
167 

145 
145 

3 

2f 

8 
8 

3 

>!5  89 
5  50 

450          "             "            " 

GOO          "            •'            *' 

1369 

167 

145 

H 

8 

n 

5  16 

750          •♦            "            '* 

1369 

167 

145 

n 

8 

H 

4  83 

1000          »            "            " 

1369 

167 

145 

2 

8 

2 

4  48 

800  ton  vessel  Georgian  Bay  Canal 

and  Lake  Chiimplain 

1011 

239 

145 

3 

8 

3 

5  38 

450          "            «' 

1011 

239 

145 

2f 

8 

2f 

5  09 

600          "             «'            " 

1011 

230 

145 

2i 

8 

2^ 

4  80 

7  no         "          "          '* 

1011 

239 

145 

H 

8 

H 

4  52 

1000         "           •'           " 

1011 

239 

145 

2 

8 

2 

4  22 

300  ton  vessels  Ottawa  Canal  and 
Lake  Chamrtlain 

896 

315 

145 

3 

8 

3 

5  64 

450          "             "            " 

896 

315 

145 

'2J 

8 

2f 

5  38 

600          "            "            " 

896 

31 0 

145 

2+ 

8 

2i 

5   12 

750           "             "             " 

896 

315 

145 

2i 

8 

2i 

4  86 

1000          "            •'           " 

896 

315 

145 

2 

8 

2 

4  60 

CHICAGO    TO 

qttehec. 

BATE  IN  MILLS 

ROUTE. 

a 

"  to 

C3 

PKR  MILK. 

^ 

ii  s 

£c 

t-  "2 

a 

«!     :       fc 

^  = 

69 

X3  n 

3 

§     i     .b 

8  ! 

^ 

800  ton  vessels  by  Welland  Canal, 

1401 

U  75 

450          "             "            " 

1401 

69 

2f 

8   I.... 

4  40 

600          "            "            *' 

1401 

69 

2+ 

8  1.... 

4  06 

760          ''             "            " 

1401 

69 

91 

8    !.... 

3  70 

1000          "             "            *' 
300  ton  vessels  by  Gco'n  Bay  Canal 

1401 
1043 

69 
141 

2 
3 

8  1.... 
8    .... 

3  35 

4  26 

450           "              " 

1048 

141 

n 

8   j.... 

4  00 

600           "             "             " 

1043 

141 

2\ 

8   !.... 

3  74 

750           "             "             " 

1043 

141 

H- 

8  !.... 

3  48 

1000           '*             '*             " 
300  ton  vessels  by  Ottawa  Canal . . 

1043 

976 

141 

200 

2 
3 

8  |.... 

8  !.... 

8  22 

4  53 

450          "             "            " 

976 

200 

2f 

S   |.... 

4  28 

600 

976 

200 

24- 

8    :.... 

4  04 

750           "             *'             " 

976 

200 

H 

8   L... 

3  80 

1000           "             "             '* 

976 

200 

2 

8     .... 

3  55 

GEORGIAN   BAY    CANAL. 


CHICAao   TO   LIVKliPOOL, 

I\  1000  Tox  Ykssels. 

Chlcajro  via  Buffalo  to  Xew  York §5  57 

New  York  to  Liverpool,  2980  miles  at  1^  mills 4  47 

§10  04 

Chicago  via  Welland  Canal  and  Oswego  to  New  York' .*4  82 

To  Liverpool 4  47 

9  29 

Chicago  via  Georgian  Bay  Canal  and  Oswego  to  New  York ^4  67 

To  Liverpool 4  47 

9  14 

Chicago  via  Welland  Canal  and  Lake  Cliamplaiu  to  New  York 8 J  -IS 

To  Liverpool 4  47 

8  95 

Chicago  I'ia  Georgian  Bay  Canal  and  Lake  Chaniplain  to  New  York,     >;4  22 
To  Liverpool 4  47 

8  09 

Chicago  via  Ottawa  Canal  to  Xew  York $!4  ()0 

To  Liverpool 4  47 

9  07 

Chicago  via  \Yelland  Canal  to  Quebec sr;  35 

To  Liverpool,  2502  miles  at  1^  mills 'i  IS 

7  10 

Chicago  via  Georgian  Bay  Canal  to  Quebec 8-»  22 

To  Liverpool :s  75 

6  97 

Chicago  via  Ottawa  Canal  to  Quebec f  .3  55 

To  Liverpool 3  75 

7  30 

3d.  Cost  of  the  Canai,  I'onnnfje  and  Mevcnne.  —  Of  all  the 
routes  surveyed  by  Mr.  Tully,  Route  Xo.  1,  prcseuts  the  most 
favorahle  features  and  is  the  one  that  is  reconnnended.  This  route 
commences  at  the  moutli  of  the  Ilunibec  river  and  ])arfscs  through 
Lake  Simcoe,  torminatiug  at  tlic  mouth  of  tlie  XottaAvasago  river 
on  Lake  liui.'>n.  I  entirely  concur  with  Mr.  Tully  in  his  views  of 
these  ternunal  points.  ]}y  reference  to  the  profile,  it  will  he  seen 
that  the  ascent  from  Lake  Ontario  to  the  summit  is  quite  uniform 
and  gradual,  admitting  of  a  series  of  combined  locks  as  shown  on 
the  profile,  or  in  some  cases  of  single  locks  with  sufficient  s])ace 
between  them  for  passing  vessels. 

The  combined  plan  gives  larger  reaches  between  the  locks  and 
has  some  advantages  in  that  respect  for  towing  vessels.  But  these 
advantages  are  more  than  counterbalanced  by  the  delay  that  nmst 
necessarily  occur  by  such  an  arrangement  of  locks  unless  they  arc 
double  locks,  particularly  when  the  canal  is  worked  up  to  near  its 
full  capacity. 


GEORGIAN    BAY   CANAL. 


Wherever  it  was  practicable,  therefore,  I  should  advise  the  single 
lock,  with  sulHcient  space  between  for  the  convenient  i)assing 
of  vessels,  or,  when  combined,  that  they  should  be  constructed 
with  a  ^■iuw  to  adding  a  double  lock  at  a  future  day.  No  Avork  of 
a  difficult  character  presents  itself  until  we  reach  the  summit  level; 
there  we  encounter  a  cut  of  nearly  200  feet  at  the  deepest  point, 
averaging  about  90  feet  for  nearly  ten  miles.  This  is  probably  a 
larger  and  more  extensive  cut  than  has  ever  before  been  encouii- 
tered  on  any  i)ublic  work,  but  the  examinations,  so  far  as  made, 
do  not  show  any  thing  insurmountable  in  its  execution.  Such 
allowance  has  been  made  in  the  estimate  for  contingencies  as 
seemed  necessary  from  all  the  information  that  has  been  obtained. 
It  would  be  desirable,  however,  as  this  is  the  only  serious  obstacle, 
to  have  a  more  thorough  examination  made  at  this  point  with  a 
view  to  ascertain  with  more  certahity  the  quality  of  material  to 
be  encountered  in  making  the  cut. 

The  navigation  through  Lake  Simcoc  is  favorable,  with  a  suffi- 
cient depth  of  Avater  for  safety. 

The  cut  between  Lake  Simcoe  and  the  Nottawasago  river 
averages  about  50  feet  for  several  miles,  but  there  is  nothing  that 
indicates  anything  nnfavorable  or  very  formidable.  From  its 
entrance  into  the  Nottawasago  Valley  to  the  -western  1k>rminal 
point  it  is  exceedingly  ftivorable,  except  a  short  cut  near  the  lake. 
The  most  part  of  this  distance  would  be  a  very  considerable  extra 
width  of  water  surface,  affording  a  fine  navigation.  The  Notta- 
wasago river  for  some  four  niiles  from  its  entrance  into  the  lake  runs 
nearly  parallel  with  the  lake  and  is  from  300  to  000  feet  wide,  with 
an  averge  depth  from  10  to  12  feet  water,  and  at  a  very  small 
expense  may  be  made  a  perfectly  safe  harbor  for  a  very  large 
number  of  vessels. 

Mr  Tally's  estimate  for  the  route  described  is .?22,l'i'0,'750 

Six  per  cent,  interest  on  this  sum  would  be  per  year 1,330,245 

)0  i)er  mile  or 

100,000 


For  repairs  and  niaintainance  of  the  canal,  say  $1000  i)er  mile  or 
per  year 


01,430,245 


In  order  to  pay  0  ])er  cent,  on  its  cost  and  maintain  it,  we  re(pure 
an  income  of  61,430,245  ;  will  the  country  tributary  to  it  afibrd  a 
business  that  will  justify  tliis  expense  for  its  accommodation?  ]>y 
refering  to  what  has  been  done  in  times  past  we  may  draw 
conclusions  for  the  future. 


GE0K(JIAN   BAY    CANAL. 


9 


In  Messrs.  l*arkiiis<ni  and  Smith's  report  on  tlio  St.  Clair, 
Chatham  and  Rond  Eau  Ship  Canal,  they  estimate  tlie  total 
tonnage  passing  St.  Chiir  fiats  in  1855,  between  the  ports  of 
Chicago,  ^[ihvankee,  Toledo,  Cleveland,  Buffalo,  Oswego,  nnd 
Ogdenslmrg,  at  2,385,510  tons.  Taking  into  account  the  smaller 
ports  on  the  lake  it  wUl  be  safe  to  call  the  tonnage  in  1855, 
2,500,000.  I  am  confirmed  in  my  opinion  that  this  amount  is  not 
over  estimated,  by  consulting  the  very  able  report  of  Co\.  J.  I). 
Graham,  U.  S.  Army,  on  the  commerce  of  the  lakes,  and  various 
other  authorities. 

In  the  very  valuable  reports  of  John  B.  Jarvis,  Esq.,  on  the 
Caughnawaga  Canal,  and  of  William  J.  McAlpine,  Esq.,  in  ISo.*], 
then  State  Engineers  of  Xew  York,  I  find  that  ]Mr.  Jarvis  estimates 
that  the  tonnage  from  1853  would  be  doubled  in  six  years  and 
quadrupled  in  fifteen  years,  and  that  the  total  movement  to  and 
from  tide  water  in  1808,  from  and  to  points  west  of  J^uff'alo  would 
be  9,000,000  tons.  3Ir.  McAlpine  estimates  the  movement  on  the 
Erie  Canal  in  1852  at  a  little  more  than  3,000,000  tons;  allowiug 
the  same  rate  of  increase  as  estimated  by  Mr.  Jarvis  would  very 
soon  work  the  canal  up  to  its  full  capacity  in  its  enlarged  state. 

Assumhig  then  the  tonnage  that  ])assed  the  St.  Clair  fiats  in 
1855  to  have  been  2,500,000,  and  alloM'ing  one  third  of  this 
amount  for  the  business  between  the  ])orts  and  Lake  Erie  and 
points  north  and  west  of  the  St.  Clair  flats,  we  have  left  1,000,007 
tons  as  the  amount  that  would  i)robably  have  passed  through  the 
Georgian  Bay  Canal  had  it  been  comi)leted  in  1855.  I  assume  as 
the  rate  of  increase  29  per  cent,  for  every  five  years.  The  reasons 
for  this  are  particularly  set  forth  in  another  part  of  this  report. 
And  assumhig  the  tolls  on  the  canal  to  be  four  mills  per  ton  per 
mile,  or  forty  cents  per  ton,  we  have  the  following  result: 


Year. 

Total  Tonnage. 

The  portion  of  Toiuia^'o 
tliat  would  pass  tliu 
Canal, 

Tolls. 

1855 

2,500,000 

2,790,000 

3,275,460 

4,225,343 

5,450,602 

7,031,392 

9,070,405 

11,700,938 

15,094,210 

19,471,530 

1,666,667 
1,860,000 
2,183,640 
2,816,895 
3,633,704 
4,587,504 
5,017,096 
7,634,214 
9,848,136 
12,704,005 

1,126,758 
1,453,517 
1,835,037 
2,367,108 
3,053,686 
3,039,254 
5,081,638 

1857 

I860 

1865 

1870 

1875 

1880 

1SS5 

isoo 

1895 

w 


10 


GEORGIAN   BAY    CANAL. 


Tliis  cnnal,  it'eoniiiu'nccd  soon  and  prosecuted  with  tlic  energy 
it  sliould  be,  may  be  in  successful  operation  in  1805.  We  com- 
mence then  "with  a  business  nearly  equal  to  six  per  cent,  on  its 
cost,  witli  a  certain  prospect  of  a  r;\\)u\  increase. 

The  lumber  trade  I  have  not  considered  in  my  estimate  of  the 
tonnage.  The  letter  marked  "A,"  see  Api)endix,  from  IT.  R.  A. 
Boys  Es<|.,  of  Baine,  Canada,  Avill  give  an  idea  of  what  may  be 
exi»ected  from  that  source. 


EXTENT  OF  COUNTRY  TRIBUTARY  TO  THE  CANAL. 

In  this,  as  in  other  portions  of  this  report,  the  reader  is  requested 
to  place  before  liim  any  good  map  of  North  America.  It  will  be 
seen  that  the  great  central  valley  of  the  continent,  lying  between 
the  Alleghany  and  the  Rocky  Mountains,  stretches  from  the  Gulf 
of  Mexico  to  the  Arctic  Ocean.  This  magnificent  valley — for 
there  is  no  chain  of  mountains  east  and  west  to  divide  it — is 
drained  to  the  south  by  the  ]Mississippi,  to  the  cast,  by  the  St. 
Lawrence  to  the  Atlantic,  and  by  the  Seven,  Nelson's,  and  other 
rivers,  into  Hudson's  Bay,  and  to  the  north  by  Mackenzie's  river, 
which  empties  into  the  Arctic  Ocean.  The  great  controlling 
streams  of  commerce  have  always  followed  the  lines  of  longitude, 
and  it  needs  no  argument  to  show  that  the  trade  of  the  central 
portions  of  this  vast  valley — the  largest  and  the  richest  upon  the 
globe — must  flow  cast  and  west  through  the  lakes  and  the  valley  of 
the  St.  Lawrence.  The  north  and  south  traffic  upon  the  ]Mississippi 
and  its  tributaries  Avill  ever  be  large  and  important,  but,  as  com- 
pared Avith  the  commerce  upon  the  lakes,  and  eastward,  through 
tlie  Erie  pan.'d  and  the  St.  Lawrence,  to  the  ocean,  the  trade  upon 
the  Mississii)pi  must  ever  fall  far  below,  both  in  bulk  and  value, 
that  upon  the  lakes  and  the  St.  Lawrence. 

It  will  be  conceded  at  once  that  the  Georgian  Bay  Canal  will  be 
a  competitor  for  the  trade  with  the  seaboard  of  all  the  country 
east  of  the  Rocky  Mountains,  and  Avest  and  north-Avest  of  the 
southern  point  of  Lake  Michigan.  By  the  Illinois  Central  Rail- 
road Avheat  is  brouij^ht  from  the  southern  counties  of  that  -'^alo  to 
the  Chicago  Market,  and  it  Avill  be  certainly  safe  to  say  ihat  the 


G]':ORf}IAN   BAY    CAXAL. 


11 


lake  routo  -will  nttrnct  the  trade  as  far  south  as  tlic  latitinlc  (»f 
Alton.  Drawing  a  liiio,  tlu'rcloro,  oast  and  west  tliroiigli  Alton, 
and  c.\t(>nding  it  to  the  Ilocky  IVfonntains,  we  sliall  liavc  within 
the  bounds  of  the  United  States,  east  of  the  Kocky  ^rouiitains 
and  west  of  Lake  Michigan,  700,000  S(inare  mik-s;  tirrilory  enough 


to  form  fourteen  stsites  as  larire  as  Ohi 


o. 


T 


lere  IS  inncii  more 


territory  than  this,  hut  it  is  intended  only  to  enihraee  that  which 
is  valuahle  and  availahle  for  settlement  and  iirotitahle  cultivation. 
The  report  of  II.  U.  Ilhid,  Esq.,  Naturalist  and  (4e(»logist  of  the 
recent  Canadian  expedition  to  the  lied  I  liver  of  the  North,  gives 
the  amount  of  territory  availahle  and  valuahle  i\jv  setfh'ment, 
north  of  the  boundary  of  the  United  States,  and  drained  Ijy  the 
rivers  flowing  into  Lake  AV^inipeg,  at  400,000  square  mih'S.  It  is 
safe  to  say,  therefore,  that  the  commerce  of  1,100,000  scpiare 
miles  of  the  great  central  valley  of  the  American  continent, 
would  be  tributary  to  the  (Tcorgian  Bay  Canal.  It  has  been  stated 
by  men  Avhose  judgment  is  worthy  of  respect  at  25000,000  (»f  scjuarc 
miles;  but  we  prefer  to  be  far  -within  rather  than  beyf>nd  the  true 
estimate.  This  vast  territory  is  equal  to  one-third  of  the  entire 
area  of  the  United  States,  and,  Russia  excepted,  is  nearly  cfjual  to 

combined. 


that  of  all  Eur 


ope 


COMMERCIAL  FACILITIES. 

To  illustrate  this  topic  by  particulars  would  rccpiire  a  much 
larger  space  than  the  limits  of  this  report  will  permit.  Tlie  mag- 
nificent chain  of  lakes  extending  west  far  away  towards  the 
center  of  the  continent,  and  aftbrdim;  nearly  all  the  advanta;.!;es  of 
ocean  navigation,  is  a  most  wonderful  provision  of  I*rovidence  to 
promote  the  connnercial,  and  hence  the  social,  welfare  of  the 
millions  Avho  are  soon  to  inhabit  this  vallev.  So  n-cntle  are  its 
slopes  that  the  large  rivers  which  drain  it  into  the  Gulf  of  3Iexico 
and  Hudson's  Bay,  the  Mississii)pi  and  its  tributai'ies,  ami  the 
rivers  flowing  into  and  draining  Lake  AVinipeg,  are  naxigablo 
for  steamers  for  thousands  of  miles.  No  country  in  the  world 
presents  a  finer  field  for  railway  enter})rise,  and  as  it  fills  u]»  with 
a  vigorous,  industrious,  intelligent  pojiulation,  these  advantages 
will  be  fully  appreciated  and  im^u'oved. 


12 


GEORGIAN   BAY    CANAL. 


hi 


(LDIATE. 

Tlio  (Timate  of  tliai  portion  of  the  territory  in  the  United  States 
that  Avould  be  tributary  to  the  Georgian  IJay  Canal,  beloiii^s  to  the 
most  liealtliy  and  inviting  portions  of  tlie  temperate  /one.  It  is 
tlie  range  whicli,  in  all  ages  of  the  past,  has  nourished  the  most 
])opulous  and  powerful  e)ni)ires,  and  that  sneh  is  the  "  manifest 
destiny'^  of  the  country  under  consideration  all  who  liave  studied 
its  character  and  resources  have  entire  confidence.  Of  the 
400,000  miles  of  territory  in  the  valleys  of  the  lied  lliver  of  the 
North,  the  Assinniboin,  the  Saskatchewan,  and  surrounding  Lake 
AVinipeg,  recent  investigations  have  shoAvn  that  its  climate  is 
well  ada]»tcd  to  promote  the  health  and  the  vigorous  development 
of  the  luinian  family.  Mr.  Hind,  Avhose  rei)ort  is  referred  to  above, 
pays  that  "  all  the  necessaries  of  life  are  found  in  the  Ked  i-iver 
valley.  All  crops  cultivated  in  Canada  succeed  well,  and  often 
show  an  average  yield  far  in  excess  of  Canadian  returns.  The 
climate  of  the  agricultural  season  is  well  adapted  to  all  the 
operations  of  husbaiKby.  Corresponding  observations  show  that 
the  summer  temi>erature  is  three  or  lour  degrees  warmer  than  at 
Toronto."  The  winter  climate,  he  adds,  "  is  very  severe." 
Though  severe,  all  experience  has  proved  that  the  winter  is 
bracing,  and  not  unfavorable  to  the  ordinary  out-door  operations 
of  this  season  in  northern  latitudes.  The  recent  large  and 
elaborate  work  of  Prof.  Blodgett  on  climatology  has  proved  that 
the  climactic  lines,  when  they  pass  west  of  Lake  Superior,  bend 
lar  away  to  the  north ;  and  this  eminent  climatologist  gives  it  as 
his  well  matured  opinion  that  the  climate  of  the  region  under 
consideration  is  highly  fiivorable  to  the  development  of  a  great, 
prosi)erous  and  powerful  peoi)le. 


AGRICULTITRAL  RESOURCES. 


In  agricultural  resources  it  is  conceded  by  all  who  understand 
the  subject  that  no  portion  of  the  globe,  of  equal  extent,  contains 
so  rich  a  soil,  or  so  many  elements  of  all  that  can  contribute  to 


GEORGIAN   BAY    CANAL. 


13 


tlio  j)liysu';il  coniOji't  aii<l  tlic  social  elevation  of  man.  .Ml  the 
cereals  are  produced  in  j^reat  abiindaiice  ;  tVuits  of  all  kinds 
common  in  corri'S|)ondin;^  latitudes  are  matured  in  tlic;  greatest 
perfection;  and  horses,  mules,  cattle,  sheep,  swine,  pcuiltry,  and 
all  the  domestic  animals,  are  produced  in  the  i^reatest  abundance. 
If  fully  develojted,  there  can  he  no  question  whatever  that  the  soil 
of  this  /ast  region  would  supi»ort  a  jiopulation  as  dense  as  that  of 
any  other  portion  of  the  globe,  and  afford  the  means  for  the 
highest  physical,  intellectual  and  social  development.  Should  we 
speak  by  particulars,  and  give  figures  and  estimates,  iVom  well- 
known  facts,  as  to  its  productive  capacity,  tlu-y  would  apjiear 
more  like  the  extravagant  inusim^s  of  a  vagrant  ima<!;ination  than 
the  deductions  of  sober  matter-of-tact  reality. 


« 


I 


i 


MINERAL  RESOURC  ES. 

Copper.  —  Both  in  extent  and  richness  the  copper  mines  of  Lake 
Superior  are  without  a  rival.  The  actual  figures  showing  the  size 
of  masses  of  native  copper  found  in  the  ^Minnesota,  the  Cliff,  and 
some  of  the  other  mines  ai)pear  absolutely  fabulous.  There  are 
huiulreds  of  scpiare  miles  on  the  south  shore  of  Lake  Superior 
whose  strata  are  filled  with  copper,  and  an  abundance  of  this  metal 
is  found  there  to  sui)i»ly  the  world  for  ages  to  come. 

Ikox.  —  The  reputation  of  the  Lake  Superior  iron  as  among  the 
very  best  in  the  world  is  now  generally  established.  ^lountains  of 
this  essential  element  of  civilization  exist  there,  sufficient  alone  to 
supply  the  entire  continent  for  an  indefinite  period  in  the  future. 
It  is  also  found  in  Illinois,  AVisconsin,  Iowa  and  Minnesota,  in  some 
districts  in  great  abundance.  Facts  are  not  wanting  to  prove  its 
existence  in  that  part  of  the  British  possessions  under  considera- 
tion, and  in  some  portions  it  is  believed  that  it  will  be  found  in 
large  quantities. 

Coal.  —  Illinois  contains  one  of  the  largest  and  ere  long  it  must 
become  one  of  the  m(»st  productive  coal  fields  in  the  world.  It 
also  extends  into  Iowa  and  exists  there  in  large  quantities.  In 
relation  to  the  northern  portion  of  the  territory  under  considera- 
tion in  the  L'nited  States,  and  that  which  is  embraced  in   the 


H 


14 


GEORGIAN  BAY'   CANAL. 


IJritish  |>f)Ssossi()iis,  tlio  followiniij  facts  arc  (iiiotod  tVoiii  an  able  and 
most  valiialtle  loctnrt' on  "TIio  l^ndcvclopcd  Northern  J'ort ion  of 
the  American  Continent,"  delivered  l>efore  Hi'lPs  Commercial 
Collet^e,  Chicaijfo,  February,  1850,  by  JoiixL.  Scuii'i's,  Es(].,  editor 
of  the  Chicago  Daily  TjiHss.     The  lecturer  (page  17)  says  : 


\ 


•'I  iTiimrk  in  tlio  noxt  place  upon  tlio  oxisteiico  of  conl  in  a  large  portion  of  the 
country,  l-'ranchore  and  (fOv.  Sinip.soii  speak  of  its  outcropping  at  (litrcn-nt  places 
on  the  Saskatc'liowan.  Lewi^  and  Clark  saw  bituminous  coal  betwcon  Fort  Clark  and 
the  falls  of  the  Missouri  River.  Culbcrtson  also  saw  coal  in  the  same  localities. 
"Wyeth  saw  large  quantities  of  it  on  the  Yellowstone.  Cov.  Stevens'  party  found 
the  whole  counti-y  from  the  falls  of  the  Missouri  westward  to  the  mountains,  nearly 
five  hundred  miles,  underlaid  with  lignite.  TJoinioville  speaks  of  regions  among  the 
mountains  near  the  head  waters  of  the  Yellowstone,  which  abound  in  anthracite 
coal.  In  fact,  coal  has  been  traced  along  the  47111  parallel  of  latitude  for  a  distance 
of  nearly  ton  degrees  of  longitude,  with  a  southorn  outcrop,  rendering  it  more  than 
probable,  when  considered  in  connection  with  the  discoveries  of  coal  in  the  Saskatch- 
ewan, the  Alhabasca,  Mackenzie's  River,  and  Great  Rear  Lake,  that  a  coal  field  of 
greater  extent  than  any  other  in  the  world  exists  in  the  western  half  of  the  district 
of  country  included  in  our  subject.  Further  evidence  is  found  to  support  this 
hypothesis  in  the  discoveries  of  coal  nearly  all  around  the  northern  rim  of  the  Xorth 
American  continent  by  the  captains  of  whaling  vessels,  and  by  the  hardy  cxplo-jrs 
who  have  tempted  the  Artie  seas  in  search  of  a  north-west  passage,  by  the  presouto 
of  both  coal  antl  lignite  inCJrcenland,  upon  Disco  Island  and  upon  the  Faroe  Isliwds, 
off  the  coast  of  Greenland — thus  indicating  the  wonderful  economy  of  nature,  or 
rather  the  existence  a  beneficent  Providential  design,  by  which  regions  destitute  of 
timber  are  supplied  with  an  easily  accessible  fuel." 

Lead.  — The  extent  and  the  resources  of  the  Gaiona  lead  district 
are  already  very  generally  known.  As  in  the  ma_,(utude  of  her 
lakes  and  rivers,  so  in  the  bestowment  of  her  mineral  treasures  in 
this  vast  country,  Nature  lias  distributed  with  a  most  bountiful 
hand.  There  is  here  enough  and  to  spare  of  this  valuable  mineral, 
for  all  the  people  that  can  ever  find  a  home  upon  the  American 
continent. 

In  summing  up  the  mineral  resources  of  the  northern  portion  of 
the  American  continent,  Mr.  Scripps,  in  his  lecture  above  quoted, 
savs : 

"The  most  extensive  systems  of  salt  springs  and  lakes  abound  in  this  region,  in 
diflferent  localities,  both  within  the  American  and  the  Rritish  Possessions,  and  in 
some  districts  the  mineral  itself  is  found  in  great  purity  and  abundance. 

"  Considering  the  vast  amount  of  minerals  already  discovered  with  scarcely  any 
scientific  exploration,  the  hypothesis  is  by  no  means  an  unreasonable  one,  that  no 
portion  of  the  continent  excecdi  this  vast  undeveloped  north-west  in  mineral 
resources." 


(iKOIU;iAN    HAY    CANAL. 


li 


EXTENT  OF  TEURTTOTIY  NOW  UNDElt  (     LT'  v  AT^ON. 

It  is  impossible  to  ostiiuato  with  any  cortiiin  a|  ,  •' acli  li>  ci-u- 
raey,  llio  amount  of  tliis  vast  rcuiioii  tliat  is  ii()\v  actually  lui'ler 
cultivation.  Tho  rai)i(lity  of  the  growth  of  tlio  North-west  has  so 
far  exceeded  all  former  ratios  of  increase  that  one  scarcely  dares 
to  believe  the  tigures  when  the  census  returns  show  the  acknowl- 
edged results  from  one  decade  to  another.  In  ISoO  the  amount  of 
land  in  that  portion  of  the  United  States  now  under  considi-ration 
which  was  then  under  cultivation,  as  shown  by  the  census  returns, 
was  as  follows: 


Illinois, r>,O30,r)t5 

Wisconsin, 1 ,04r),t  ',»>.) 

Iowa, 82  l,f;82 

Minnesota, 5,035 

Total G,^tll,7t'.l 


or 


This  is  an  area  of  10,804  square  miles,  only  about  one-fifth  of 
the  area  of  the  State  of  Illinois.  Since  1850  we  have  no  returns 
to  show  the  amount  of  land  brought  under  cultivation,  but  the 
statistics  of  population,  as  will  hereafter  appear,  show  an  increase 
of  Go  per  cent,  in  five  years,  from  1850  to  ISoo,  in  the  states  above 
named ;  and  the  increase  for  the  same  period  in  these  states, 
and  Indiana,  Ohio  and  Michigan,  show  a  gain,  of  29  per  cent. 
With  the  ratio  of  29  per  cent.,  there  would  be  8,920,041  acres 
under  cultivation  in  1855,  and  at  the  close  of  1857,  9,954,705 
acres,  equal  to  15,554  square  miles. 


PRESENT  POPULATION, 

A?id  its  2)rohahle  increase^  and  also  that  of  the  hmds  brought  v.nder 
cultivation^  Commerce,  etc. 

The  population  of  the  district  in  the  United  States,  now  under 
consideration,  in  1850,  '55,  '57,  as  derived  from  the  government 
and  state  census,  and  other  sources,  was  about  as  folloM-s : 


1f 


IG 


OKOU(iIAN    HAY    CANAL. 


1850. 

IlIiiiolH 851,. 179 

AVisconsin, ;i()5,:;i»l 

lowii, lw:!,'Jl5 

Mimit'sotn, fi,u77 

NobrnsUft, 

I,:i55,162 


is:.5. 

1857. 

l,no(»,25f) 

1,5(10,000 

r..-)  1,1 09 

C50,000 

Slfi,!*^^ 

CiiO.oOO 

40,000 

200,000 

4,000 

30,000 

2,241,344 


:i,o7t>,ooo 


These  figures,  as  above  stated,  sIioav  an  increase  from  1850  to 
185.'),  of  some  05  |icr  cent. ;  but  if  the  States  of  Ohio,  Indiana  and 
Michigan  be  a(Med  to  the  above,  as  they  arc  commonly  iiichuled 
in  si»eaking  of  the  Nortli-wcst,  the  ratio  is  brouglit  down  to  29 
per  cent,  which  we  prefer  to  take  as  a  basis  for  future  calcuhitions. 
Taking  these  figures  as  tlie  ratio  for  thirty-seven  years,  which  is  a 
fraction  more  than  the  average  lifetime  of  a  generation,  we  pre- 
sent the  following  table,  showing  tlie  probable  increase  of  pojmla- 
tion,  and  the  amount  of  lands  to  be  brought  under  cultivation  for 
every  five  years,  from  1855  to  1895. 

From  tlic  very  able  and  valuable  rei)ort  of  Col.  J.  D.  Graliam, 
IT.  S.  Army,  on  the  commerce  of  the  lake  ports  for  1855,  we 
find  that  the  total  value  of  tlic  commerce  of  Chicago  and  JSIii- 
waukee  whicli  passed  over  the  St.  Clair  Flats  for  that  year, 
was  Si 30, .304, 092.72.  Adding  only  the  vaUic  of  the  commcreo 
of  jNIilwaukee  for  that  of  all  the  other  ports  on  lake  ]Michigan, 
we  shall  have  8159,100,130.55  as  the  total  value  of  the  com- 
merce from  lake  Michigan  which  passed  over  the  St.  Clair  Flats 
in  1855. 


'.JilOIUilAN    JJAV    CANAL. 


17 


^  V   I 


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^  "S  "5  .-/:     .. 

•i     lS     '5      ■;      < 


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&.       .« 


v.     .a: 


f 


i 


i"i  15  r^  H  M 


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t>         >•  Z         9      T  >'  ^  £ 

f          ••  ^          91       91  ar  ••  9 

■•  ft  ^  ij  •••' 

'  *t  "^  " 


s  3-    a  :: 


W  55 


s      « 


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18 


GEORGIAN    IJAY    CANAL. 


Let    us    discuss   the    f.-icts    coutainod    iu  tliis   talilo   i 


or 


tew 


luonicnts;  aud  iirst,  as  to  population.     It  may  Ix'    said  tliat  tlio 
ration  of  twenty-nine    ]»er   cent.    >vill   not   be   contimied  through 


thirt 


y-sfven  years.     / 


\s  above  stated,  tlie  ratio  of  tlie  increase  of 


J. 01 


ulat 


ion  in  the  territory  Avest  of  Lake  ^Nliehiixan,  for  tlie  last  live 


years,  has  been  sixty-five  i»er  cent. —  more  than  twice  the  ii^ures 
from  Avhich  our  results  are  dei'ived. 

Take  another  fact.  The  census  retui-ns  show  tli.at  the  entire 
Xorth-west,  endjracing  Ohio,  Indiana,  Illinois,  Wisconsin,  with  the 
addition,  now,  of  Iowa,  3Iiiniesota  and  Nebraska,  in  1820,  con- 
tained 792,710  inhabitants;  in  1857 — the  same  i)eriod  on  which  our 
results  are  based — they  contained,  in  round  numbers,  7,200,000 
l»eo[>le,  an  increase  in  a  little  more  than  the  avcra_L(c  lii'e  time  of 
one  generation  of  eight  iiuxduI':i)  peii  cent.  With  railways  and 
tclegra}>lis,  and  magnificent  steamers  on  lake  and  I'iver,  and 
withal,  the  knoAvledge  of  the  agricultural  and  mineral  wealth  of 
this  vast  country,  the  beauty  and  magnitude  of  its  i)rairies,  and  the 
salubrity  of  its  climate,  now  matters  of  daily  conversation  and 
news[)aper  comment  in  every  portion  of  the  civilized  world,  Avho 
shall  say  that  the  increase  of  po^julation  in  this  broad,  favored  land 
will  not  e(pial,  in  the  next  thirty-seven  years,  the  results  of  the 
same  period  in  the  past.  Leaving  out  Ohio,  ^Michigan  and 
Indiana,  that  ratio  would  give,  Avest  of  Lake  ^Michigan,  in  1895, 
Avithin  the  territory  of  the  L^nited  States,  north  of  the  latitude  of 
Alton  and  cast  of  the  Rocky  Mountains,  a  population  of  24,500,000. 
This  result  is  truly  amazing;  but  it  is  not  more  Avonderful  than 
Avhat  a  large  proportion  of  those  now  livirig,  both  in  the  Ignited 
States  and  in  Canada,  Inu'c  themselves  seen  and  realized.  Take  still 
another  illustration.  The  old  northern  States  proper  have  inci-eased 
in  the  last  thirty-seven  years  in  the  ratio  of  eighty-tive  per  cent. 
It  has  been  proved  from  the  statistics  of  our  railways  for  the  ])ast 
fcAV  years,  and  other  sources,  tiiat  about  250,000  people  have 
anmmlly  emigrated  into  the  country  Avest  of  Lake  IMiciiigan. 
Ai)i)ly  the  ratio  of  the  increase  of  })Opulation  of  the  old  States  to 
those  already  in  the  tei-ritory  under  consideration,  and  half  the 
ratio  for  half  the  time,  to  this  stream  of  human  energy  that  is  con- 
stantly flowing  into  it,  and  Ave  still  have,  in  1895,  a  i)Opulatlon  of 
19,787,000.  It  is  therefore  deenu'd  a  moderate  estimate  to  say 
that  the  i»ortif'i  of  territory  in  the  United  States  tliat  is  tributary 
to  the  Georgian  l>ay  Canal  Avill  contain,  only  thirty-seven  years 
hence,  a  population  of  at  least  taventy  million's  of  soils. 


li 


B. 


GEOKGIAN  BAY  CANAL. 


19 


few 
t  tho 
•ough 
ise  of 
t  iivo 
nurcs 

entire 
til  tlie 
,  con- 
ell  our 
()0,000 
inc  of 
^'S  and 
•,    and 
ilth  of 
md  tlie 
>n  and 
(1,  Avlio 
I'd  land 
of  the 
m    and 
n  1S05, 
ude  of 
00,000. 
il  tliau 
Ignited 
ike  still 
ercased 
er  cent, 
lu'  i)ast 
have 
eiiigan. 
ates  to 
lalf  the 
is  c'on- 
ition  of 
to  say 
•ilnitary 
n  years 


^ 


The  <jHGsti(>u  next  in  ordei' is,  what  'will  he  the  jiopulatiun  of  the 
territory  under  consideration  that  is  within  the  l>ritisln)Ossessions? 
There  are  no  facts  withit^  onr  reach  to  shdw  what  tho  present  i>o[)- 
nlation  of  tho  valley  of  the  lied  liiver  of  the  Xorth,  and  :it  tho 
trading  posts  ot  the  Hmlson's  Ihiy  t'oni]>any,  is;  ])nt  several 
thousands,  it  is  believed,  are  already  there.  Any  calculations, 
however,  hased  upon  their  i>rohal>le  increase,  wonld  fall  far  M-ithin 
the  mark.  For  scores  of  years  the  Hudson  l>ay  C'(>in|>any  have 
kept  the  world  in  ignorance  as  to  the  extent  and  the  riehness  of 
the  country  lying  north  and  west  of  Lake  Sui)eri()r,  using  all  the 
means  in  their  power  to  .strengthen  the  conviction  that  it  was  a 
cold,  inhos[>it:d)le  region,  lit  only  for  the  residence  o*'  Indians  and 
trappers,  and  the  wild  animals  whose  furs  were  the  oidy  ]>i-<)duc- 
tit>ns  of  this  vast  territory  that  could  he  made  availahle  for  civilized 
man.  The  gigantic  mono})oly  of  this  company  is  now,  or  soon  Avill 
be,  broken  ;  the  ignorance  Avhich  it  so  indnstriously  fostered,  is 
now  dissipated,  and  tlic  peojde  of  Cana<hi  and  dlreat  IJritain  Avill 
assert  their  right  to  emigrate  to  and  settle  in  this  vast,  rich,  and 
inviting  region.  An  immense  stream  <^)f  active,  intelligent  and 
enterprising  men  will,  ere  the  next  decade  shall  have  passed  away, 
be  pouring  into  it  from  Canada,  England,  Irch-md  an<l  Scotland, 
and  l)y  the  year  1895,  the  foundations  of  a  great  and  pi'os[>erous 
empire  ^\\\\  be  laid  there,  numbering  even  then,  at  a  moderate  es- 
timate, from  one  to  two  millions  of  i»e(^[)le.  It  may  be  asked  in 
general,  and  it  is  certainly  a  jiertinent  question,  where  all  these 
people  to  settle  that  portion  of  the  United  States  ami  the  JJritish 
possessions  are  to  come  from  ?  We  answer  :  Tliey  will  l)e  the  intelli- 
gent, tlie  enterprising,  and  the^  vigorous  sons  and  (huighters  of 
Canada  and  tiie  older  states  of  the  American  Union.  Innnense 
navies  will  be  i)ut  in  eommission  to  transport  to  this  favored  land 
the  same  class  of  emigraiits  from  England,  Ireland,  Scotland, 
France,  Holland,  Germany,  ami  nearly  all  tli"  other  kingdoms  ami 
em[)ires  of  Europe.  Where  land  is  cheaj),  the  soil  rich  and  pro- 
ductive, the  climate  inviting,  and  withal,  the  government  ii^'C  and 
stable,  and  life  and  })ro[)crty  secnre,  there  will  the  intelligent 
millions  of  our  race  congregate  for  the  next  half  century. 

Let  us  canvass  next  tlie  amount  of  land  likely  to  be  brought 
under  cultivation.  It  may  have  been  noticed  in  this,  as  in 
reii'ard  to  jtopulation,  that  the  whole  of  Illinois  is  included  in  our 
calculations;  but  about  half  the  state  of  Missouri  lies  noj'th  of  the 
latitude  of  Alton,  and  ha\ing  no  means  to  divide  either  state,  if  the 


f 


i: 


20 


GEORGIAN  BAY  CANAL. 


ponthcrn  sootioii  of  tlie  oiio  Le  taken  for  tlienortliorii  section  of  tlic 
other,  tlie  results  Avill  he  suHieiontly  aecnrate  for  all  ])raetical  piir- 
poscs.  The  amount  of  territory  likely  to  he  under  cultivation  in 
the  different  ])eriods,  as  stated  in  the  tahle,  is  far  too  lo\v.  It  is 
much  too  small  no^v.  The  ])()pulation  of  the  territory  under  con- 
sideration increased,  fi'om  1850  to  1855,  in  the  ratio  of  sixty-fivo 
per  cent.,  instead  of  twenty-nine,  the  element  used  in  the  prepara- 
tion of  the  table.  There  can  scarcely  he  a  doubt  that  there  Avas 
tAvice  as  much  land  under  cultivation  in  185V  in  Illinois,  "Wisconsin, 
Iowa  and  Minnesota,  as  there  was  in  1850.  We  shall  be  disap- 
pointed if  the  census  returns  of  1800  do  not  show  an  increase  of 
three  hundred  per  cent,  since  1850.  .\t  that  lime  there  were 
0,014,701  acres  under  actual  cultivation,  as  shown  by  the  United 
States  census.  An  increase  of  three  hundred  ]»er  cent,  would  uive, 
in  1800,  20,744,283  acres,  or  82,413  square  miles,  and  not  18,200 
as  sliown  in  the  table. 

"VVc  must  wait  for  the  result  of  the  census  of  1800,  to  learn  the 
actual  amount  of  land  which  the  hardy  sons  of  the  west  shall  have 
l)rouuht  under  cultivation,  but  the  figures  which  exhibit  the  com- 
merce of  the  hdces,  as  shown  by  Col.  Graham's  rejuut  above 
referred  to,  and  the  statistics  of  the  commerce  of  Chicago  for  the 
past  few  years  as  proved  by  the  able  and  carefully  prepared  statis- 
tical articles  of  the  Chicago  Dait-y  Pukss,  afford  one  of  the  most 
important  subjects  of  study  to  be  found  in  the  annals  of  modern 
coiumercial  progress.  Thirty  years  ago  the  connnerce  of  Lake 
^lichiaan  was  uierelv  noniimil,  confined  to  an  occasional  visit  of  a 
small  govermuent  vessel  with  su]»j)lies  to  the  forts  in  the  adjoining 
territories.  In  1855,  its  value,  as  deduced  from  Col.  Graham's 
report,  was  8150,109,131.  To  be  more  particular,  Ave  present  the 
following  table,  showing  the  receipts  and  shipments  of  grain  at  the 
port  of  Chicago  for  the  last  four  years: 

Total  1\Eckipts. 

1S54.  isw.  isofl.  isnr. 

■\Vlioat.,  bush n,O:;S,0r)5  7,5r.5,OS)7  8,707,T»;0  lO.r.olJtil 

Corn 7,  lltO,Tr>:'.  8,o;;2.:i77  ll,SSS,o'.iS  7,-("'.t,  1  :'■•» 

Oats 4,l'.i-l,:i8r)  •2,Vtt7,lS8  2,21^8!i7  1,707,24.> 

Kvo 8.'),0'.il  08,080  4ri,7()7  87, '.'11 

I5arley 2ol,7Gi  201, S^o  128,4.-7  127,0S'.i 

Total 15,011,518       10,284,(Vir.        2^,(1.^0,21',)  1 '.1.880,7 :;('. 

Flour  into  wheat.  .        7'.t2,87r)        l,2(i:;,;;]0         l,024,'ou,-i  1,060,070 

Total 1.3,804,423      20,4S7,yoo       24,074,824         21,8.50,400 


GEORGIAN    BAY    CANAL. 


21 


Wlicat,  bush 2,'Jnn,7o,-, 

Corn 0,837, S'.tO 

(»at.-i ;!,2'2'J  '.IS7 

five •njr)7 

li^irloy 148,4-21 


ToTAI,    SlUl'MEXTH, 

r..2SS,lo5 
7,f)17,f,25 

i,S'.tu,i>:>s 

111,818 
92,08-i 


1-50. 

S,:]37,420 
ii,i2'.i,t;(;s 

1,(1 14,. -.4  8 

lo,()r.l 


Total ]-2,:itl4,18r) 

Flour  into  Wheat.,        038,135 


1"), SIC, 718      i;n,r)(ii,i»7<) 
8i7,iiyr)       i,o8i.it4r) 


',», 485,0/52 

H,  8 14,015 

410,778 

17,U',»:! 

10,7:'.4,438 
l,'-i'.t8,',i4i» 


Total  . 


rj,'.i02,3'iO       10,033,813       21,583,221        18,032, t;7S 


The  lollowing  tabic  of  tlie  receipts  of  liiml)er,  sIkmvs  the  steady 
and  wonderful  growth  of  that  trade  for  the  last  eleven  years  : 

Lumber,  ft.                     Shinsles.  Latli. 

1847 32,118,325  12,148,5(10  5,055,700 

1848 on,001>,250  20,()()(),0(iO  10,i)2r),lo',i 

1840 73,250.553  30,n57,750  10,281,733 

18.50 100,304,770  55,423,7.50  10,800,700 

1851 125,050,437  00,338,2.50  27,583,175 

1852 147,810.232  77,080,500  10,750,070 

1853 202,101,008  03,483,784  30,133,110 

1854 228,330,783  28,001,250  32,431,550 

1855 300,553,407  ]  58,77n,S0O  40,487,550 

1850 550,073,109  135,870,000  70,235,120 

1857 450,0ay,r.)8  131,832,250  80,130,0uO 

The  followinp^  tahle  sliows  the  number  of  arrivals  at  the  port  of 
Chicago  in  1857,  with  the  tonnage  and  number  of  men  : 

A'lonber  and  Toniu«jc  of  vessels  arrh'cd  at  tJic  Port  of  Ch'icaijo  for  tlw 


Marcli 
April  . 
May  .  . 
Juno. . 
July  .  . 


Augupt, 


Soptcniber. 
October  . .  . 
Xovoniber  . 
Decenibor  . 


Total 300       018 

.Vrrivalrf  unicported,  (estimated). , 


Scaxoii 

';/'  1S57 

lir:5. 

Props. 

Sail. 

Total. 

Toiinas-'e. 

Men. 

,   , 

3 

10 

10 

3.230 

124 

30 

28 

248 

30() 

10,813 

4,705 

50 

50 

SitO 

000 

208,51)0 

8,  soy 

40 

02 

Oni) 

1,041 

218,108 

8,032 

41 

00 

023 

1 ,000 

22'-'.,70O 

8,800 

40 

00 

017 

1,050 

273,105 

10,1 ;;.; 

42 

iny 

785 

881) 

227,785 

8,7:17 

34 

01 

580 

714 

203,072 

7.2S7 

12 

41 

200 

322 

74,485 

3,225 

2 

t'l 

30 

44 

11.200 

454 

5,4  :;3 


Total 

Total  in  185i). 
Total  in  1855. 
Total  in  1854. 


0,357  1,400,013 

1,200  202,800 

7,557  1,753,413 

7,328  1,54  5,370 

0,010  1, ('08, 845 

5,021  1,002,044 


01,458 

7,200 

08,058 
t'i5,532 


There  were  lai<l  up  in  winter  (quarters  at   tliis  pert,  1.^57-^,   7 
steamers,  29  propeller.s  and  214  sail  ves,sels. 


r 


22 


GEOIUJIAN    HAY    CANAL. 


POrULATION  OF  CHICAGO. 


AVe  ])rcsent  the  following  taWe  sliowing  tlio  i>()pulation  of  Chicago 
at  cliftorent  periods : 


]S40 '1,4'70 

]84:{ 7,r.8i) 

ISl.-) 1-2,088 

184H M.ifiy 

1847 l(),85y 

1848 20,0^5 

1810 2:5,047 


ISoO 28.200 

18r.2 38,73:'. 

isr)3 r)0,fio2 

1854 05,872 

1855 8:^,500 

1850 110,000 

1857 130,000 


KAILWAY  PROGl^ESS. 

In  January  1S52,  there  Avas  Lut  one  railway,  the  Galena,  forty 
miles  lont;,  enterinuj  Chieaijo.  The  list  of  roads  whose  business 
tends  to  swell  the  commerce  of  that  city,  now  actually  completed 
and  in  operation,  is  as  follows  : 

Miles- 

Cliicaf,'o  and  Milwaukee 85 

Keiiorflia  and  llocklbrd 11 

Kacineand  Mi:->issii)|ii 80 

Cliic:ij;o,  St.  rmil  and  Koiid  du  Lat- 131 

Milwaukee  and  Mis.sissippi  (Western  Division) 1  :iO 

Galena  and  Cliicago  Union 121 

Fox  irivcr  A^alley 34 

Wiseonsin  Central 8 

IJeloit  Branch 20 

Jk'loit  and  Madison 17 

Mineral  I'oint 32 

Dubuque  and  Pacific 29 

Galena  ( Fulton)  Air  Line 136 

Chicajiio.  Iowa  and  Nebraska 36 

Cliica<io,  Burlington  and  Quiiicy 210 

liurlington  and  Missouri 35 

Quiney  and  Cliic.igo 100 

llaiuiibal  and  St.  Joseph 05 

Cliica,fjo  and  Eock  Island 182 

Mississijipi  and  Missouri,  1st  Division .55 

"      *                  "           -2d        "        20 

"                       "          3d        "        13 

Peoria  and  Pureau  Valley 47 

Peoria  and  ©(piawka 143 

St.  Louis,  Alton  and  Cliicago 284 

Illinois  Central 704 

Pittsburgli,  Fort  AVayne  and  Chicago 383 

Michigan  Southern  and  Xorthern  Indiana 242 

Cincinnati,  Peru  and  Chicago 28 

Mieliigan  Central 282 

New  Ali)any  and  Sa'cni 284 

Eleven  trunk  and  twenty  )>ranch  and  extension  lines 3,953 


1 
I 


a»f  'X 


GEORGIAN    HAY    CANAL. 


23 


The  total oaniings  of  all  those  roads  I'or  1850,  were  sS^l  7, 340,242. 8:1, 
in  1857  tlioy  wevo  .^18,500,520.20.  Only  six  years  jn-ov ions,  the 
earnings  of  tlio  forty  miles  in  operation,  were  a  mere  nominal  snni. 
The  State  of  Illinois  alone  has  now  2,775  miles  of  completed  rail- 
way ;  six  years  ago  it  had  but  05.  Comment  u|)OU  the  ahove  tables 
and  figures,  for  whieli  Ave  are  indebted  to  the  valuable  yearlv 
statistical  articles  of  the  Chicago  Daily  Pkkss,  is  entirely  unneces- 
sary  ;  they  show  more  clearly  than  language  possibly  can,  the  ra})id 
progress  of  the  Xorth-West  in  wealth,  poi)nlation  and  the  means 
of  commercial  and  social  intercourse.  Let  it  be  <d)served  that  the 
commerce  with  the  seaboard  of  all  the  country  bordering  upon  the 
railways  centering  in  Chicago,  with  the  exception  of  the  three 
eastern  lines,  the  ]Michigan  Central,  the  Michigan  Southern  and 
the  Pittsburgh  roads,  Avould  be  tributary  to  the  (Jeorgian  ]>ay 
Canal.  But  this  is  not  all.  J5y  the  time  the  canal  can  be  comjtleted, 
thousands  of  miles  more  of  railway,  extending  in  every  direction 
through  this  vast,  fertile  region,  will  be  pouring  the  wealth  of  mil- 
lions of  enterprising,  energetic  freemen  into  the  navies  of  T.aUe 
Michigan,  and  the  great  majority  of  that  commerce  will  flow 
through  this  magnificent  highway,  for  the  trade  of  the  continent 
and  the  St.  Lawrence  to  the  ocean.  An  empire  will  by  that  time 
liave  grown  up  north  and  west  of  Lake  Sujjerior,  which  will  con- 
tribute its  traffic  to  swell  the  receipts  and  reward  the  enterprise  of 
those  who  shall  build  this  canal. 


. 


CONCLUSION. 

By  reference  to  the  preceding  tables  it  will  be  seen  that  the 
Georgian  ]jay  route  is  nearly  three  hundred  miles  shorter  than  any 
other  except  the  Ottawa  route,  that  it  is  90  cents  per  ton  cheaper 
than  via  Bufl'alo,  and  15  cents  })er  ton  cheaper  than  vl<(  Welland 
Canal  and  Oswego.  That  by  the  Lake  Cliami»lain  roiite,  the  Geor- 
gian JJay  route  is  20  cents  per  toncheaper  than  rtcj  AVelland  Canal, 
and  "8  cents  per  ton  cheaper  than  via  the  Ottawa  route. 

That  to  Quebec  the  Georgian  Bay  route  is  1 3  cents  per  ton  chea])cr 
than  via  AVelland  Canal,  and  .33  cents  per  ton  cheai)er  than  via  the 
Ottawa  route. 

In  pohit  of  time  the  Georgian  Bay  route  would  save  about  one 
day  over  any  other.     In  comparing  the  Georgian  ]biy  route  via 


Osw 


eu'o 


Champlaiii   and  3[ontreal,  we  find  that  the  route  via 


^1 


i' 


24 


GEORGIAN  ]JAY  OAXAL. 


Cliniii|>l;iiii  is  45  cents  \)vv  Ion  olicapcr  tliiiii  via  Oswo^o,  and  to 
Quelit'c  is  si. 45  jkt  ton  cIicmikt  than  via  ()swo_i;o,  and  ^l.OO  ])or 
ton  c'lK'a|>ci-  than  via  CMiamphMin.  Tlierecan  hardly  be  ad()id)t  but 
wliat  tliis  n)argin  is  snlHcicnt  to  socurc  at  least  a  fair  i)ro|M)rtioii  ot 
the  innnenso  trade  ol'the  west  throuuh  the  St.  L.'iwrence,  and  I  (.'an 
see  no  i^ood  reason  Avhy  it  should  not  secure  niueh  the  laru'est  share 
of  it. 

Un  the  OttaM'a  route,  not  havini!;  very  reliable  intbrniation  about 
it,  but  knowini;  that  over  40U  miles  of  it  would  be  close  navi:i,alion, 
T  have  assinned  200  of  it  to  be  canal,  or  ecjual  to  a  canal  in  expense 
of  navitration.     Several  objecticnis  present  themselves  to  this  route: 

1st.  Tiio  route  being  so  much  farther  north  there  Avould  l)e  a  loss 
of  from  two  to  four  weeks  time  each  year  in  the  navigation. 

2d.  It  enters  the  St.  Lawrence  at  a  point  Avhere  the  trade  must 
necessarily  go  down  the  St.  Lawrence  instead  of  having  a  choice 
of  routes,  unless  the  Cauglmawaga  Canal  is  l)uilt,  and  in  that  event 
it  wouhl  not  have  the  chojce  rla  Oswego. 

nd.  The  trade  would  l)e  more  divided  between  tliat  route  and 
Ibiff'alo  than  it  would  be  between  the  Georgian  Hay  route  and 
IJurt'alo,  for  much  that  jKisses  through  the  (Tcorgian  IJay  route 
"WOuhl  be  intercejjted  at  Oswego  and  pass  through  more  than  200 
miles  of  the  New  York  canals. 

4th.  The  entire  l)usiness  would  be  h>st  to  the  St.  Lawrence  canals, 
and  the  direct  benelit  to  Canada  Avould  be  far  less  than  by  the 
construction  of  the  Georiiinn  IJav  canal. 

The  Georgian  IJav  route  has  the  advantage  of  u;ood  naviixation 
to  and  from  it,  avoiding  St.  Clair  Hats  and  the  dangerous  naviga- 
tion  of  Lake  Erie,  and  at  a  moderate  expense  may  have  safe  and 
commodious  liarbors  at  each  en<l  of  it.  There  would  bo  a  saving 
of  nearly  300  miles  in  distance,  a  saving  in  exi)ense  of  transjtortation, 
and  of  time  and  insurance.  It  enters  Lake  Ontario  at  a  point  Avhere 
if  the  Cauglmawaga  Canal  is  built,  trade  has  a  choice  of  three  routes 
to  ti(h'  Avater,  and  the  entire  business  from  twoof  them  would  pass 
through  the  St.  Lawrence  canals.  It  will  be  seen  by  ^Ir.  Tally's 
report  that  the  su})ply  of  Avater  is  abunchmt,  not  only  for  the  canal 
but  for  extensive  water  ])0wer,  and  that  all  the  materials  reipured 
in  its  construction  are  convenient. 

It  has  been  assumed  in  the  com])arison  of  the  routes  that  the  St. 
Clair  flats  would  be  imju-oved  so  as  to  admit  the  passage  of  1000 
ton  vessels.  How  difficult  this  w<Mdd  be  T  am  unable  to  say,  but 
I  am  credibly  informed  that  the  expenditures  at  that  point  hereto- 


1 


GEOKGIAN  IJAY  CAXAL. 


25 


fore  lias  not  })ro<liU'e(l  any  benofu-ial  ciVccts  in  tlu)  'nn|»r<>v(iii(nt  of 
navigation.  It  is  })robal»k',  tlicrcfoiv,  that  in  tlic  event  <>f  this  route 
heinii;  ini]>rove<l,  tliat  tliere  wouhl  be  more  liability  ot"  inteirujilion 
and  (U'tcntion  than  by  the  GeorLrian  IJav  route. 

"When  we  take*  into  view  the  vast  extent  of  country  whose  busi- 
ness nuist  seek  an  outlet  through  this  channel,  the  convietitui  is 
irresistible  that  the  wants  and  necessities  of  the  west  will  not  be 
met  until  the  Geoi'iiian  ]>av  and  Caunhnawaixa  Canals  are  con- 
.structed,  the  Oswego  and  Ghaniplain  canals  enlarged — the  first 
e(]ual  to  the  Erie  canal  and  the  last  for  tlu'  ]»assage  of  lono  ton 
vessels,  and  the  St.  Lawrence  improved  for  the  passage  of  the  same 
sized  vessels. 

"When  this  is  done  a  direct  trade  will  be  oi)ened  between  Chicago 
and  all  parts  of  the  Avorld.  To  doubt  this  wouhl  be  to  doubt  the 
intelligence  and  energy  of  the  business  men  of  Chicago,  Milwaukee 
and  the  Lake  Michigan  cities. 

They  have  already  hi  fact,  conmienccd  the  trade,  and  nothing 
is  required  for  its  successful  prosecution  but  an  impi'ovement  of 
the  navigation,  so  as  to  admit  (jf  a  large  class  (»f  vessels. 

Let  us  extunhie  for  a  moment  the  cost  of  these  improvements. 

Georgian  Bay  Canal $-J2,17t>,7."jO 

Cauglinawaira  Canal 4,2'i7,8'jO 

Champlain  Canal,  Estimated G,(ien,iiiio 

Improvoniont  of  tlio  Hudson,  say 2,i/jO,(K»0 

St.  Lawrence  Canal,  Estiuiatod r,,(ioo,f»00 

Total s1'M:js,G-10 

But  suppose  they  cost  $50,000,000,  where,  T  Avould  r.'-k,  among 
the  hundreds  of  millions  of  dollars  that  have  been  spent  in  ]iublic 
improvements  could  you  select  the  expenditui-e  of  .SoO,00<.t,<)(Hi,  the 
benefits  of  which  are  so  widely  ditlused  and  promising  such  vast 
results  in  the  future  as  Avonld  the  completion  of  these  improvements 
under  consideration? 

Let  the  cities  of  Canada  awake  to  their  true  interest;  let  them 
unite  heartily  in  this  enterprise,  and  great  as  it  confessedly  is,  it 
can  certaiidy,  I  might  add  easily,  be  ac(om]»lishcd.  It  would  st'cure 
beyond  a  peradventure,  for  the  cities  of  the  St.  Lawrence,  Toronto, 
Montreal  and  Quebec,  a  leading  an^i  a  connnanding  position  u})ou 
the  ^Vnu'rican  continent. 

In  this  connection  I  (juoto  the  language  of  "Wm.  IJross,  Esq., 
e<]itor  of  the  Chicago  Daily  TitESS,  who   from  tin.'  coiinnencement 


f: 


20 


CiEOllfJIAN   r.AY    CANAL. 


'U 


of  tliis  iinjK)rtnnt  C'xter|»riso,  lias  (lovotcil  iiiuclitiino  mid  ciu'i-gy  to 
bring  it  before  tlic  public,  used  in  a  si)ucc'h  before  the  convention 
at  Toronto,  Sept.  13tli,  1855  : 

♦'I  onco  licard  Capt.  Ilugunln,  a  veteran  sailor  of  our  city,  who  connncnocd  his 
eventful  career  on  Lake  Ontario,  in  1812,  after  referriuLf  to  tlic  growth  and  endless 
prospective  value  of  the  products  of  the  west,  say,  'That  the  j^reat  God,  when  ho 
made  the  mighty  west,  made  also  the  lakes  and  the  mighty  St.  Lawrence  to  floattheir 
commerce  to  the  ocean  ;'  and,  I  might  add,  as  well  attempt  to  lead  the  boiling 
current  of  Niagara  to  the  sea  in  hose-pipe,  as  to  ship  the  products  of  these  T00,000 
square  miles  to  the  ocean  by  the  Erie  and  the  Welland  Canals  and  all  the  railways 
now  or  hereafter  to  Ite  constructed." 

The  sanio  gentleman,  in  an  article  in  the  l*iiKss,  after  showing 
the  immense  benefits  which. the  CTCorgian  Day  Canal  Avould  confer 
upon  Toronto,  closes  with  the  following  paragra])h  in  relation  to 
Montreal,  apjilicable,  M'itli  nearly  equal  force,  to  (Quebec  : 

"For  the  purpose  of  direct  trade  with  Eurojje,  it  matters  little  whether 
vessels  (from  the  lakes)  go  directly  through,  or  whether  cargoes  are  transhipped 
at  Montreal.  Li  our  Judgment,  certainly  during  the  summer,  transliipmeut 
there  into  very  large  ocean  vessels  and  steamers  woidd  be  found  the  most 
profitable.  Li  the  winter,  propellers  and  sail  vessels,  especially  if  they 
rated  at  one  thousand  tons,  might  find  it  more  i)rofitable  to  escape  from  the 
embargo  of  ice  upon  the  lakes,  and  spend  the  winter  in  the  American  or  European 
coasting  trade.  But  in  any  event,  Montreal  would  hold  the  key  to  all  the  innnense 
trade  of  the  west,  flowing  down  the  St.  Lawrence  to  the  ocean.  Her  merchants 
would  furnish  assorted  cargoes  of  goods  for  the  west  from  all  parts  of  the  globe, 
from  w  Inch  full  cargoes  could  not  be  made  up  to  the  lake  cities.  Li  any  event,  she 
would  be  to  the  trade  of  the  St.  Lawrence  what  New  York  ia  to  that  of  the  Hudson. 
It  needs  but  the  enterprise  on  the  part  of  her  citizens  corresponding  to  the  magni- 
tude of  the  interests  at  stake,  to  secure  for  her  this  proud  position,  beyond  any 
contingency.  It  is  true  that  national  pride  and  innnense  capital,  anil  the  beaten 
track  of  connucrcc,  arc  on  the  side  of  New  York ;  but  God  and  nature  are  stronger 
than  all  these,  and  let  any  intelligent  man  compare  the  "  Erie  ditch  "  with  the 
mighty  St.  Lawrence,  with  a  canal  to  pass  vessels  of  1,000  tons  burthen  from 
Georgian  Bay  to  Toronto,  and  he  cannot  doul)t  for  a  moment  on  which  side  the 
innuutable  laws  of  commerce  will  decide  the  contest.'" 

I  am  much  indel)ted  to  the  valuable  reports  of  Col.  J.  D. 
Graham,  U.  S.  Army,  John  I).  Jervis,  and  AVilliain  J.  McAlpine, 
Esqrs.,  and  to  AYilliam  Bross,  Esq.,  editor  of  the  Chicago  Dailv 
Peess,  and  others,  for  much  im})ortant  statistical  information. 

Very  respectfully  submitted, 

li.  13.  IMASOX,  Consulting  Enfjincer 


H  E  P  O  H  T , 

1)Y   KIVAS    TULLY,    ESQ. 


CHIEF   EXGIXKEirs  OFFU  K,  ) 

Sir:  On  the  14tli  f>f  Scptciiihcr,  185"5,tli('  Cominittoc  ;ii»i»oiiitO(l 
by  the  convention  ot*  deleirates  from  CliicMLjo,  Oswet^o,  Toronto 
and  Barrie,  instrnctecl  nie  '•  to  complete  the  survey  (»t'  a  route  fur 
tlie  canal  from  Toronto  via  Lake  Sinicoe  to  the  GeorLjian  J>ay  on 
Lake  Huron,  and  to  report  to  this  Committee,  with  ato])ograi)hieal 
descri})tion  of  the  country,  levels,  heights,  sections,  and  ai»i>ro.\i- 
mate  estimates  for  the  construction  of  a  canal  cai)ahle  of  ])assing 
vessels  of  one  thousand  tons  burthen ;  a  ])rofile  of  the  line  to  be 
furnished  witli  the  report." 

Tiie  Committee  also  arranged  that  the  members  of  the  Chicago 
delegation  should  secure  the  services  of  one  of  the  most  eminent 
engineers,  to  go  over  the  ground  "vvith  ]\[r.  Tully,  and  act  \vith  him 
as  consulting  engineer  in  the  progress  of  the  survey. 

In  accordance  with  the  tenor  of  the  above  resolutions,  I  here- 
with submit  my  report  on  the  several  proposed  routes  to  which  I 
consider  my  duties  to  Inive  been  confined,  leaving  to  the  consulting 
engineer.  Col.  11.  IJ,  3Iason,  of  Chicago,  the  important  task  of 
furnishinLT  the  necessary  statistical  information  in  reference  to  the 
extent  of  the  anticipated  tra<le  that  maybe  relied  on  as  the  means 
of  defraving  the  cost  of  construction. 

In  7ny  ])reliminary  report  to  you  as  President  of  the  IJoard  of 
Trade,  containing  a  statement  of  the  field  operations  of  the  various 
routes,  dated  the  22d  of  January,  1S57,  it  is  mentioned  that 
between  the  10th  and  23d  of  November,  1850,  1  accompanied 
Col.  Mason,  the  consulting  engineer,  when  lie  ma<le  an  examina- 
tion of  the  route;  an<l  at  a  conference  with  the  Connnittee  held 
afterward,  a  further  survey  of  the  route  between  Lake  Couchi- 
ching,  at  the  north-eastern  extremity  of  Lake  Sinicoe  and  Match- 


28 


(IKOIKJIAN    IJAY    CANAL. 


ntla^li  ]»:iy,  w;is  roooiuiiu'iKk'd  l»y  liiiii  as  ("^scntiuliy  necessary; 
also  a|»i)ro.\iiiiato  profiles  of  a  route  lIiroiiLrli  All»i(»ii,  ami  tVoiii 
tlie  IIt.ll:iii(I  river  to  the  Nottawasai^a  river,  uliieli  nas  al'terward 
formally  sanctioiUMl  and  onlcred  liy  the  ('oiimiittee.  In  conlorinify 
with  Ihese  sMi;!i;(stloiis  and  directions,  I  liave  .also  to  submit  the 
re<|uired  iidbrniatioji  in  refei'enee  to  those  route's,  with  the  i>lans 
and  profiles  of  the  sanu',  without  which  inforn\ation  the  ivport 
could  not  1)0  said  to  liave  been  satisfactoi'ily  completed. 
1  have  the  honor  to  remain,  sir, 

Your  obedient  servant, 

Kn^VS  TULLY. 
Thomas  Claukson',  Es(i., 

Chatnnan  of  ihti  Committee, (tnd  Prei^itJentoftheBiiardnf  Tnn/e,  Toronto. 


RKrORT. 


The  peculiar  outline  of  the  western  portion  of  the  Provhice  of 
Canada,  Avith  respect  to  the  nortlicrn  boundary  line  of  tlie  United 
States,  has  often  been  subject  to  comment  by  several  public  Avriters. 
The  short  distance  between  the  (4eori^ian  B;iy  and  Lake  Ontario 
in  tiie  vicinity  of  Toronto  across  this  Avestern  [)eninsula,  compared 
with  the  circuitous  route  l)y  Lakes  Erie  and  Huron,  lias  hmg 
attracted  the  attention  of  those  who  have  taken  an  interest  in 
the  proL;'res  of  this  section  of  the  province,  and  sugii;cste<l  tliis 
route  as  a  probable  means  of  water  communication  with  the 
north-west. 

From  the  earhest  period  of  the  history  of  this  province,  the 
route  from  Toronto  by  Lake  Simcoe  to  the  (Tcor^-iaii  I>ay  on  Lake 
Huron  lias  been  known  and  nsed  as  a  portage  by  the  Indians  and 
traders  to  the  north-west,  in  preference  to  the  routes  by  the  Ottawa 
river  or  Lake  Erie.  I'he  rapid  increase,  during  the  last  ten  years, 
of  the  population,  and,  consequent  agricultural  and  commercial 
jirogress  of  the  States  of  the  American  Union,  lying  immediately 
west  of  Lake  ]\richigan,  and  the  serious  losses  to  life,  property  and 
shipping  on  the  St.  Clair  Flats  and  Lake  Erie,  also,  the  limited 
facilities  afforded  by  the  Erie  canal  for  the  transport  of  merchan- 
dise to  and  from  those  western  states,  have  directed  the  serious 
attention  of  merchants  and  sliipowners  in  the  United  States  and 
Canada  to  the  construction  of  the  Toronto  and  Georgian  liay  Ship 
Canal,  as  an  additional  avenue  lor  facilitating  the  iuternal  commer- 
cial transport  between  the  west  and  the  seaboard. 


. 


GEOlUilAN    ]UY    (ANAL. 


29 


It  is  MOW  iicai'lv  twelve'  Ncars  sinct-  tliis  nmti'  w.is  first  I'xitlnrcd 
1))'  lilc,  lit  the  r('<|ll('st  (>(■  Dr.  1{('('S  of  tills  city  [sco  ;ij>]»('ii'li\  to 
report |.  Imt  tin'  |iro]t:il»li'  cost  of  the  projiosctl  (•oiainiinlcitioii, 
coni|>;ir('il  with  tin- i»ros])oc'tiv('  tr.'idc,  |ircv('iiti'il  any  sci'ioiis  tlisciis- 
sioii  on  the  sul))('ct.  In  fact  it  was  cousidcrcMl  altot^i'tlicr  cliiiiu'rical 
at  tlial  tiiMc,  and  luyoiid  tlic  iiu'i'c  oxiiioratloii,  tlic  (|tU'stioii  was 
not  (MitiM'taiiu'd. 

The  cost  of  tlic  extensive  excavation  tliat  M-oiild  liave  to  l)e 
iua(h'  throniili  tlie  vid'4e  of  land  Ivin-j;  hctwi'cn  T.akes  Siincnc  and 
Ontario,  so  as  to  ]»erniit  tlu>  use  of  the  waters  of  I/ike  Siincoc  as  a 
feech'r  to  the  i)ro|tosed  canal,  was  considered,  at  that  time,  to  he 
beyond  the  demands  of  the  western  ti-ade;  hut  the  nn|)aralleled 
I'Mpiilitv  with  which  this  trade  has  inei'eascd  durinsi;  the  last  ten 
years,  and  its  undonhted  future  anLCJiientation,  has  forced  the  (jues- 
tion  V)roniineiitlv  on  the  attiMition  of  the  mercantile  c(>inmunitv, 
and  tlie  di-maud  for  an  additional  avenue  is  now  seriously  made. 

Tn  a  letter  addressed  hy  me  to  John  Ii.  Rohinson,  Esr|.,  ^I.  ]'.  P. 
for  this  city,  a  copy  of  Avhich  accompanies  this  rejiort,  T  have 
endeavored  to  ]>oint  out  the  failure  of  the  "NVelland  Canal  in  divert- 
ing the  western  tratle  to  the  Jtiver  St.  Lawrence,  as  the  cheapest 
route  hetween  tlie  nortli-west  portion  of  this  continent  and  lCur(»pe; 
the  conse(pient  demand  for  the  construction  of  tin  additional  avenue 
at  a  more  northerly  jjoint  than  La.ke  Erie,  and  the  superior  a<lvan- 
ta*j:es  of  this  route  over  all  others  in  I'eference  to  distance  an«l 
anticipated  economical  Avorkinij:. 

I  now  feel  satisfied,  from  tani2;ihle  evidence,  that  the  statements 
there  made  will  be  fully  borne  out  and  established  in  this  report, 
and  also  in  that  of  the  Consultin<:!^  Engineer,  Col.  IJ.  1>.  .Mason, 
VNliich  is  now  in  course  of  preparation. 

The  delay  tliat  has  occurred  in  the  completion  of  the  survey  was 
unavoidable.  I  was  nuAvilling  that  any  but  reliable  information 
should  be  presented  to  the  public,  as,  i]i  the  absence  of  reliable 
data,  the  future  success  of  the  undertaking  might  bo  seriously 
impeded,  and  the  construction  of  the  canal  delayed.  In  order  to 
present  the  reijuisite  information  in  as  distinct  and  satisfactory  a 
manner  as  possible,  the  report  has  been  framed  under  the  following 
heads : 

1st.  Terminal  Harbor  accoinmodation.  2d.  Water  suj^ply  to 
the  canal.  3d.  Cost  of  construction.  -Ith.  Comjtarison  of  the 
routes.  5tli.  General  comparison  with  other  routes.  Gth.  Col- 
lateral advantages.     Vth.    Conclusion. 


.<■' 


30 


(iKOlUilAX    UAV    CANAL. 


I.-  TKIIMINAI,  IIAi;ii(tll  A("i'(».MM(»|)ATI(>.V. 

At  tlu!  (!f»nv('nti(»ii  licM  in  this  cily  <»ii  tlic  l.'Mh  of  S('|»t('ml)('r, 
IHST),  tf)  coiisidcf  tlu'  ([iic'stioii  of  the  (•oiistriu'tiori  <»t'  tlu'  (icorgi.-iii 
lljiy  CiiMMl,  il  was  mianinioiisly 

Jirsuhrd,  Tliiit  llic  imirii'iirti'  liMile  from  the  Xoilli-WfHt  (U'niiiinlM  tin*  imiiUMlinto 
coiistniclioii  of  11  «'uii;il  la'twoen  llic  Upper  riiilvcs  ami  F-ako  Ontario,  of  i-ullicioiit 
ciipaoity  to  pass  vessels  of  lOOO  tons  Imrtlicu  from  Lalvo  Huron  to  T<,iko  Onlaiio  at 
Toronto  or  its  vicinity. 

Tn  a<'('or(lan('C  Avitli  tlic  iiistnu'tioiis  of  tlu*  committee,  Toronto 
Harbor  was  made  the  startiiiLT  i»oint  from  Tiake  Ontario.  The 
survey  ^\'as  commenced  inunediately  wi'st  of  the  oM  Fort,  and  the 
ground  between  this  point  and  Lambton  on  the  Uiver  Ilnmber  was 
.lecnrately  measured  and  leveh'd.  From  the  (Jrand  Trunk  IJailway 
Uridine,  where  it  crosses  tlio  Uiver  Don,  a  line  was  also  leveled 
alouL^  the  l)anks  of  the  river  and  a  branch  of  the  Don  whicli  crosses 
Yonge  street,  immediately  north  of  the  city,  continuing  along  tlio 
base  of  the  ])aveni)ort  hill  until  it  Joined  the  western  line.  Tho 
intention  of  surveying  and  leveling  those  lines  was  to  ascertain  tho 
n|»i)roximate  elevation  of  the  ground  above  the  level  of  the  I[und)er 
Uiver,  and  otherwise  detei'iniiu'  the  feasibility  of  constructing  both 
those  branches,  not  only  as  termini,  but  .also  as  an  available  water 
power,  the  future  advantage  of  which  Avould  be  incalculable  to  tho 
prosperity  of  this  city  for  manufacturing  and  ordinary  mechanical 
purposes. 

I  regret  to  state  that  Avithout  the  expenditure  of  a  nuich  larger 
amoimt  than  will  be  required  to  construct  the  pro])osed  canal  by 
another  terminal  line,  this  desirable  result  cannot  be  olitained. 
The  principal  difliculties  to  be  overcome  are  the  inca})acity  of  tho 
entrance  to  the  harbor  of  Toronto  to  permit  the  passage  of  vessels 
of  1000  tons  and  drawing  12  feet  of  water,  aiul  the  necessity  of 
constructing  a  high  dam  across  the  ITumbcr  and  an  a([tieduct  acoss 
the  Ulack  Creek  at  a  point  about  tAvo  miles  above  Weston. 

At  the  h)west  water  level  of  Lake  Ontario,  which  must  be  taken 
as  the  datum  as  far  as  regards  a  terminal  harbor,  there  would  bo 
only  eleven  feet  of  water  in  the  channel  at  the  entrance,  and  the 
bottom  being  rock,  coidd  not  be  deepened,  except  at  considerable 
expense.  As  the  proposed  terminus  of  the  canal  Avould  liave  been 
to  the  west  of  Toronto,  in  moderate  weather  oidy  vess(  Is  could 
enter  or  leave  the  canal  without  entering  Toronto  Harbor,  but  this 
is  a  contingency  that  should  not  be  risked. 


! 


( 


f 


r.KOTjr.IAX    I»\Y    PAXAT, 


31 


Tlu'  tcnuiiial  lini'lntr  :i<'('omiM()(liitii»ii  I'or  slii[»|)iii;;-  sli(tnl<l  Im- smI'c, 
cnsv  (»t'  iici'css  iimU'r  (irdiiiarv  ('ir<'iiiMstaii('("<,  ainl  coimintdiiMis.  In 
iio  r('s|K'ct  (;(UiM  this  \to  attaliu'd  at  the  pi'Dposrcl  tiTiiilims  west  of 
the  (^iit'cirs  AVIiarf  witlioiit  tin'  cxiK'Hilitin'c  lA'  ;i  nuicli  lai-^iT 
amount  tliaii  would  \n'  nccrssary  it*  a  liarlior  Nvas  ciiustructi'il  che- 
wluTc.  Till'  only  I'l'asildc  liiu'  l>y  wliicli  Toronto  Harhor  i-ouM  bu 
luatU'  tlu'  tt-rniinuH  woiill  lie  to  tlu'  cast  by  tlit'  valley  ot'  the  ri\i'i* 
Doll,  uluTi'  tlu'  rt'(|nisiti'  (U'|itli  ol'  watcf  coiiM  he  procuroil  at  a 
I'l'asonabli'  cost.  This  line  would  rt'<|!iiri'  tlu'  construction  ot'  an 
eastern  entrance  at,  Ashl»rid<'e\  IJav.  To<'onstruct  a  suitable  ter- 
minal  entrance  tor  the  )»ro|tosed  Shi[»  Canal,  at  this  place,  would 
re(|uire  a  nmdi  larger  anioinit  than  would  be  necc>savv  at  the 
mouth  of  the  Humbci*  liivcr  tor  a  harbor  ot  a  sui)erior  (diaractcr. 

Even  diu'ing  tlie  liiu^hest  water  level  on  Lake  Ontario,  which 
would  ijjive  10  teot  of  water  on  the  present  entrance  to  the  Toronto 
harbor,  the  passage  of  a  vessel  ot"  loOO  tons,  and  drawini:;  1-  feet 
of  water,  during  a  south-westerly  gale,  would  be  attcmlid  with 
great  risk. 

For  these  reasons  I  have  come  to  the  conclusion  that  the 
necessary  terminal  acconnnodation  cannot  be  alVoi'dcd  at  the 
liarbor  of  Toronto  within  a  reasonable  cost.  The  explorations 
and  siu'veys  of  the  several  rtnitcs  demonstrate  that  the  valley  of 
the  liiver  Ilumber  is  the  most  direct  and  jtracticablc  line  that  can 
be  n<b»]»ti'd  for  the  soutlicrn  ))ortion  of  the  canal.  The  cost  of 
C(Mistru{rting  the  canal  from  Weston  to  tlie  iiuaith  of  the  Kivei* 
Ilumber  will  not  be  o-reater  than  would  be  lu'cessarv  un<h'r  the 
most  favorable  circumstances,  and  W(»ul(l  be  of  an  (»rdiiiary 
character,  whereas,  if  the  terminus  was  at  Toronto,  the  a[»parent 
cost  of  the  intermediate  construction  wouM  be  much  grc:iter,  so 
much  so  that  I  have  not  considered  it  necessary  to  encumber  the 
Report  with  a  com])arison  of  the  estimates.  In  addition  to  the 
above,  the  tlastern  line,  with  a  terminus  at  Ashln'idge's  Hay, 
Avould  ]){}.  six  miles  longer;  and  the  Western  line,  with  a  tci-ininu:* 
at  the  Queen's  Wharf,  two  miles  hunger  than  the  Humbcr  line. 
Under  these  circumstances,  therefore,  I  consider  the  Ilumber  line 
offers  the  greatest  advantages,  and,  in  reconnnending  this  line,  the 
Ilumber  Bay  would  be  assumed  as  the  southern  terminal  entrance 
of  the  canal.  By  the  construction  of  two  piers  of  crib  work, 
2,000  feet  in  length  and  40  feet  in  width,  200  feet  ai)art,  and 
extending  into  20  feet  of  Avater,  with  a  depth  of  not  less  than  13 
feet,  at  low  water,  inside  the  piers,  a  terminal  harljor,  safe,  easy 


<A'\ 


I. 


32 


geokgia:n'  bay  CA^^AL. 


(? 


of  access,  mid  commodious,  can  l)o  olilained  at  the  IIumlxT  l>ay. 
This  1)ay  is  ])rotected  from  the  eifects  of  north-westerly,  also 
easterlv  storms,  which  aro  the  most  violent  on  Lake  Ontario,  bv 
the  Peninsula,  south  of  Torontf>,  about  4  miles  distant ;  but  there 
is  little  or  no  ])rotection  fi'oni  south-Avesterly  storms,  Avhieh  jirevail 
duriiiL!;  the  autumn,  unless  M'hen  close  to  the  entrance,  which  is 
sheltered  by  a  i)rojectinu:  headland  to  the  Avcst.  The  distance  to 
tlie  o]»i>osite  shore  of  the  Lake  being  only  30  miles,  the  force  of 
the  wave  would  not  be  such  as  to  materially  endanger  the  safety 
of  a  large  vessel  running  between  })iers  200  feet  apart,  and  in  20 
feet  of  water,  whilst  smaller  vessels  of  500  tons  can  run  into 
Toronto  harbor  in  safetv,  durini::  unusuallv  severe  trales  from  tliis 
quarter.  During  the  period  of  low  water,  tlie  Iluinber  I  Jay,  with 
tlie  jn'o]>osed  piers,  Avould  be  the  only  available  terminal  harltor 
for  vessels  of  the  cai)acity  for  wliich  the  canal  is  proposed  to  bo 
constructed. 

AVithin  the  line  of  shore,  after  passing  between  the  ])Iers,  the 
marsh  is  proposed  to  be  excavated  to  the  extent  of  eight  acres,  so 
as  to  afford  sufficient  acconnnodation  for  the  anticipated  tratHc, 
and  is  capable  of  being  enlarged,  if  recpiired. 

For  the  terminal  harl)or  accommodation  on  Lake  Huron  two 
points  have  been  surveyed  —  one  at  the  mouth  of  ihe  Xottawasaga 
River,  and  the  other  at  ^Matehedash  or  (jloueester  Ihiy.  The 
selection  of  either  of  these  harboi's  will,  in  a  great  measure,  be 
determined  by  the  choice  of  routes,  but,  as  respects  the  amount 
to  be  expended  on  each,  the  Xottawasaga  Uiver  requires  a  less 
outlay.  l>y  the  construction  of  piers,  of  the  same  character  as 
those  recommended  for  the  llumbcr  l>ay,  also  200  feet  in  length,  a 
harT)or  similar  in  many  respects  may  be  obtained.  The  mouth  of 
tlu'  X'ottawasaga  Kiver  would  be  exposed  to  the  north-west  gales 
of  the  Georgian  l>ay,  which  are  sometimes  very  violent  in  the 
spring  and  autunm,  and  would  have  a  range  of  100  miles  to 
Cabot's  Head. 

This  woidd  no  doubt  be  a  serious  difliculty  in  a  nautical  point  of 
view,  but  the  I'isk  would  not  ])e  so  hazardous  if  ordimu'v  caution 


IS  use< 


1. 


>upi 


(Osincr  n,  vessel  to  be  runninix  for  the  enti'ance  of  the 


canal,  at  the  mouth  of  the  Xottawasaga  ] fiver,  the  vessel  would 
pass  close  to  the  Christian  Islands,  under  the  lee  of  which  shelter 
could  be  procured  until  the  severity  of  the  storm  had  i)assed,  when 
the  entrance  of  the  harbor,  20  miles  distant,  could  be  reached  in 

safetv. 


t 


GEORGIAN    BAY    CANAL. 


33 


This  course  would  not  be  iicecssary  duriiiLC  ordinary  irales,  but 
only  in  case  of  unusually  severe  storms.  With  this  e.\ee[»tion, 
Nottawasaga  l>ay  others  every  facility  for  a  suitable  terminal 
harbor,  the  approaeli  beinj,^  marked  with  bold  heailhinds,  and  with 
dce]>  water  one  mile  from  the  shore. 

For  the  better  explanation  of  the  ca]»abilities  of  this  river  and 
the  llumber  as  terminal  luirbors,  1  have  pre})ared  di'tailcd  charts 
of  the  same,  which  are  herewith  submitted.  IJy  reference  to  the 
chart  of  the  Xottawasaga  IJiver,  whicli  has  l)een  drawn  from 
actual  survey,  it  will  be  noticed  that  the  river  extends  in  a  south- 
westerly direction  parallel  to  the  line  of  the  shore  for  a  distance 
of  nearly  0  miles,  with  a  width  varying  from  22U  feet  to  (550  feet, 
and  an  average  depth  of  10  feet,  containing  available  harbor 
accommodation  of  over  150  acres,  at  a  moderate  outlay  for 
deei)ening  and  improvement,  the  cost  of  which  is  stated  in  the 
general  estimate. 

Gloucester  Bay,  through  winch  a  vessel  wouhl  ])ass  to  IMatclio- 
dash  Bay,  being  what  is  termed  land-locked,  would,  in  the  case  of 
sailing  vessels,  be  objectionable  on  account  of  its  being  too  much 
sheltered  ;  but  this  would  not  aftect  steam  })roi)ellors. 

In  order  to  render  Matchedash  Bav  available  as  a  toi'minal 
harbor,  it  w^ould  be  necessary  to  dredge  a  channel  one  liundred 
feet  Avide  through  the  center,  for  nearly  four  miles,  and  also  to 
remove  a  large  quantity  of  granite  bouldei-s.  This  latter  work 
would  be  attended  Avith  a  considerable  and  unavoidable  exp(  .ise, 
the  approximate  cost  of  which  is  given  in  the  general  estimate. 

On  this  account,  I  consider  this  bay  inferior  to  the  Nottawasaga 
river,  as  a  terminal  harbor,  and  am  therefore  strongly  in  favor  of 
the  latter. 

I  am  aware  that  strong  c^bjections  have  been  urged  successfully 
against  the  practicability  of  forming  and  maintaining  a  harbor  at 
the  mouth  of  the  Nottawasaga  river.  I  cannot  agree  with  such 
opinions,  and  would  here  mention  that  on  my  iirst  inspection  of 
this  harbor,  in  company  with  Col.  Mason,  the  consulting  engineer, 
more  than  two  years  since,  I  did  not  hesitate  to  express  my  l)elief 
that  a  safe  and  commodious  harbor  could  be  constructed  at  this 
point,  superior  to  many  of  the  harbors  0'\  the  lakes,  with  which 
Col.  Mason  agreed ;  and  1  am  satisfied  he  has  not  since  changed 
his  opinion.  In  fact,  we  were  both  fully  convinced  that  an  indus- 
trious and  populous  city  would  sooneror  later  spring  up  on  the  banks 
of  the  river  and  the  narrow  peninsular  which  divides  it  Irom  the  bay. 
3 


/■C 


;^4 


GEORGIAN   BAY    CANAL. 


4 


II.  —  WATER  SUrrLY  TO  THE  CANAL. 

Tlie  proposed  dimensions  of  the  locks  are  205  feet  in  length,  55 
feet  in  -width,  12  feet  lift,  find  12  feet  on  the  sill. 

Two  locks  of  these  dimensions  -svould  require  350,000  cubic  feet 
of  water,  nearly,  for  each  vessel  passing  through  the  canal.  If  500 
vessels  passed  through  during  the  day,  17,500,000  cubic  feet  would 
be  required,  or  about  12,000  cubic  feet  per  minute.  According  to 
two  experiments  on  the  quantity  of  water  flowing  from  Lake 
Simcoe  into  Lake  Couchiching,  at  the  narrows,  the  quantity  of 
water  at  this  point  amounted  to  over  100,000  cubic  feet  per 
minute,  making  due  allowance  for  the  friction  at  the  bottom  and 
sides. 

The  average  rain  fall  of  the  watershed  of  Lake  Simcoe  (1,200 
square  miles),  according  to  a  statement  procured  from  the  JMeteor- 
ological  Observatory,  at  Toronto  [>See  Appendix  C],  and  extoiuVrng 
over  a  period  of  seventeen  years,  gives  30.04  inches;  and  allowing 
for  evaporation,  absorption  and  vegetation,  say  24.94  inches,  we 
have  twelve  inches  available  rain  fall  per  square  foot  for  the  year. 
This  would  give  90,000,000  per  day,  or  00,000  per  minute.  The 
available  su])ply  would  be  greater  than  this,  judging  by  the  exper- 
iments at  the  narrows,  which  give  over  100,000  cubic  feet  per 
minute.  According  to  experiments  in  the  county  of  Hertford,  in 
England,  the  evaporative  effecu  was  as  15  to  27,  nearly,  or  a  little 
above  50  per  cent.,  leaving  33^^- per  cent,  additional  to  be  consumed 
by  vegetation.  What  the  exact  amount  of  loss  from  this  cause  is, 
cannot  be  ascertained;  but  the  sum  of  both  would  hardly  exceed 
two-thirds  of  the  whole  rain  fall,  which  would  be  five  times  as 
much  as  would  be  required  to  pass  fifty  vessels,  of  1,000  tons  each, 
per  day,  as  this  would  be  the  greatest  number  of  vessels  that  could 
be  passed  through  the  canal  conveniently  in  fifteen  hours,  allowing 
a  little  over  fifteen  mimites  for  each  vessel  to  pass  through  the 
locks.  There  Avill  still  l)e  a  large  available  water  poAver,  which, 
along  the  entire  line  of  the  canal,  after  passing  the  sunnnit  level, 
will  form  a  source  of  considerable  future  profit,  by  renting  the  same 
for  mills  and  manufactories. 

Immediately  after  passing  the  summit,  an  additional  water 
])0wer  Avould  be  also  available  from  the  water  sheds  of  the 
Ilumber  and  Nottawasaga  rivers,  amounting  to  30,000  cubic  feet 
per  minute,  and  52,000  cubic  feet  per  minute  respectively  along 
the  Unc  of  the  canal,  based  on  the  same  calculations  of  an  average 


55 


GEORGIAN   BAY    CANAL. 


35 


of  twelve  inches  persnpcrficinl  foot  ])er  annum.  Furtlier  evidence 
is  liiinlly  necessary,  and  from  the  above  sources  tliere  Avill  not  only 
be  a  sufficient  supply  of  water  to  feed  the  canal,  hut  a  larii!;e 
remainintr  availahle  water  power;  in  fact,  an  inexhaustible  sui>ply 
for  the  wants  of  a  much  more  numerous  population  than  can  be 
aiiticipated  at  present. 

In  order  to  store  up  the  rain  fall  of  the  Lake  Siincoe  water  shed, 
it  will  be  necessary  to  construct  one  waste  weir  and  three  close 
dams  at  the  branches  of  the  river  Severn,  at  the  north-eastern 
extremity  of  lake  Couchiching,  the  cost  of  which  is  stated  in  the 
general  estimate. 


we 


III.  — COST  OF  CO.VSTRUCTION. 

This  question  also  embraces  the  practicability  of  the  construction 
of  the  several  proposed  routes. 

The  route,  as  originally  f.greed  on,  commenced  at  "  Toronto  or 
its  vicinity,"  passed  along  the  valley  of  the  Ilumber,  in  a  northerly 
direction,  through  the  township  of  Kings,  to  the  Holland  river  and 
Cook's  Bay,  on  Lake  Simcoe  ;  from  thenc(;  to  Kempenfeldt  ]>ay, 
or  :ho  western  shore  of  Lake  Siuicoe.  The  startijig  point  from 
!■  rr,  jyf  ifeldt  Bay  was  from  the  niouth  of  a  creek  about  one  mile 
fro,.i  Barrie,  at  the  extremity  of  the  bay,  thence  in  a  Avestefly 
direction  to  the  Kottawasaga  river,  about  one  mile  north  o+"  the 
Ontario,  Simcoe  and  Huron  railway  line,  and  following  the  valley 
of  the  river  to  the  Nottawasaga  Bay,  the  most  southerly  portion 
of  the  Georgian  Bav,  Lake  Huron. 


ater 
the 
feet 


EOUTE  XO.  ONE. 

The  terminal  harbor  accommodation  having  been  already  con- 
sidered, it  is  oidy  necessary  to  describe  the  extent  and  character 
of  the  works  to  be  executed  between  the  termini. 

Aloncr  the  vallev  of  the  Ilumber  there  are  no  engineering  dillieul- 
ties  of  an  extraordinary  character  as  far  as  the  23d  section,  at  the 
town  line  of  Yaughaji  and  King,  where  the  deep  excavaticm  through 
the  ridges  commences.  This  excavation  extendsto  the  33d  section, 
or  ten  miles.     The  greatest  depth  to  be  excavated  will  be  IDT. 76 


36 


GEORGIA]^   BAY   CANAL. 


^     i 

1  i 


feet,  oi'  2.24  under  200  i'eet.  Tlii.s  will  be  the  greatest  depth  from 
the  suiiiinit.  The  ridj^es  present  Ji  griulual  inclination  north  and 
south ;  the  slope  to  the  north  being  or}  miles  in  length,  and  the 
southern  slope  4^  iniles;  total  length  10  miles.  The  depth  of  this 
excavation  -will  average  90  feet,  and  will  contain  nearly  48,000,000 
cubic  yards,  and  being  composed,  as  far  as  can  be  conjectured,  of 
light  clay  and  gravel,  will  not  cost  more  than  25  cents  per  yard, 
making  a  total  of  §12, 000,000.  From  the  33d  section  to  the  48th, 
to  Cook's  l>ay,  at  Lake  Simcoe,  the  canal  would  pass  through  the 
Holland  River  marsh,  following  the  course  of  the  Holland  Kiver, 
e\ce}>t  at  the  bends  of  the  river,  which  are  cut  ott".  A  considerable 
l)ortion  of  this  river  is  of  an  available  capacity,  and  would  require 
slight  alterations,  averaging  150  feet  in  wiilth,  with  a  depth  of 
water  from  0  to  12  feet. 

From  the  48th  to  the  7 1st  section,  at  the  western  extremity  of 
Kemi)enfeldt]>ay,  it  will  be  lake  naA  igation  "where  there  aix-  no  difK- 
cultiestobe  encountered;  Lake  Simcoe  being  of  sutilcient  capacity 
to  admit  vessels  of  a  large  tonnage  navigating  it  without  any  risk. 
At  the  48th  and  71st  sections  piers  of  timber  crib  work  of  a  suit- 
able character  ]»ave  to  be  constructed. 

From  section  Xo.  1  to  Xo.  G  there  will  be  a  deep  excavation 
averaging  50  feet,  the  greatest  de})th  at  section  No.  2  being  78  feet, 
and  containing  a  little  over  0,000,000  cul)ie  yards  at  twenty-five  cents 
per  cubic  yard,  the  total  cost  of  Avhich  would  be  '^1,500,000 — the 
material  to  be  excavated  being  of  the  same  quality  as  described  in 
the  deep  excavation  in  the  ridges  as  far  as  can  be  judged  from 
geological  data,  and  other  indications.     [See  Ajq^endlx  D.] 

At  section  No.  8,  the  character  of  the  work  comprises  a  chain 
of  combination  locks  six  in  number.  From  this  section  to  No.  25, 
there  are  no  enghieering  difticulties,  as  the  canal  will  follow  the 
course  of  theNottawasaga  IMvei",  which,  with  slight  improvements, 
can  be  rendered  of  sufficient  capacity  to  answer  the  required  pur- 
poses. This  i)ortion,  10  miles  in  length,  being  liable  to  heavy 
floods  in  the  Spring  and  Autunm,  will  reipiire  a  much  higher  tow- 
path  than  usual,  which  will  slightly  increase  the  average  cost  per 
mile.  iJetween  the  25th  and  the  27th  sections,  it  will  be  necessary 
to  cut  a  channel  through  the  sand  ridge  which  forms  the  south- 
eastern bank  of  the  Nottawasaga  Harbor,  in  order  to  save  a  distance 
of  six  miles,  a  waste  weir  being  constructed,  across  the  river  to 
nuiintain  the  water  at  the  required  level. 


GEORGIAN   BAY   CANAL. 


37 


Tlic  total  quantity  contained  in  this  excavation  will  ho  over 
2,000,000  cubic  yards,  the  n;rcatest  dcptli  bcini,'  100  i'oct,  and  the 
averatjje  depth  50  feet;  the  cost  of  this  excavation  would  bo 
i?500,000. 

From  the  27th  to  the  29th  section  the  work  wouM  consist  of 
tlred<,dng  the  bed  of  the  river  of  an  average  depth  of  two  feet. 
The  29th  section  reaches  the  Nottawasaga  liay,  where  a  harbor 
is  to  be  constructed  as  before  deseribe(h 

The  lockage  on  route  No.  1  will  consist  of  two  sinule  locks,  eiLcht 
double  locks,  three  treble  locks,  and  three  ([uadru})le  ct)nd)ina- 
tion  locks,  being  thirty-nine  locks  in  number  from  Lake  Ontario  to 
Lake  Sinicoe,  having  an  average  lift  of  a  little  over  12  feet,  and 
the  total  lockage  of  470  feet. 

From  Kempenfeldt  ]>ay  to  Lake  Huron  there  will  bo  five  single 
locks,  and  six  combination  locks,  or  altogether  eleven  locks,  with 
an  average  lift  of  a  little  under  12  feet,  or  130  feet  in  all — making  the 
total  lockage  of  route  No.  1  to  bo  GOO  feet. 

In  nearly  every  instance  Avhere  combination  locks  have  been 
provided,  it  was  a  matter  of  necessity  from  the  nature  of  the  sur- 
face. Though  objectionable  in  many  respects,  it  is  of  advantage 
in  consequence  of  increasing  the  length  of  the  levels,  which  on 
this  route  will  vary  froju  1  to  IG  miles,  not  including  the  long  sum- 
mit level  of  Lake  Simcoe  of  50  miles.  The  total  length  of  this 
route  will  be  100  statute  miles. 

The  canal,  if  constructed  by  this  route,  would  cross  the  Great 
Western  and  Grand  Truidc  Railways,  and  the  Ontario,  Simcoe  and 
Huron  Kailway  twice.  ^Vt  each  of  these  points  as  indicated  on 
the  map,  a  railway  swing  bridge  must  be  constructed.  Accommo- 
dation swing  bridges  of  an  ordinary  character  will  have  to  l)e  con- 
structed at  several  points  along  the  route.  For  crossing  the  deep 
excavation  it  is  proposed  to  have  four  acconnnodation  bridges  20 
feet  above  the  level  of  the  water,  with  inclined  approaches  of  1  in 
20,  each  bridge  to  be  two  miles  apart  for  the  entire  length. 


ROUTE  NO.  TWO, 

Comprises  the  first  portion  of  route  No.  1,  between  Lakes 
Ontario  and  Simcoe. 

The  continuation  of  this  line  extends  from  the  tenniims  on  Lake 
Simcoe  to  Dr.  Robinson''s  creek,  on  the  north-west  shore  of  Lake 


I 


38 


GEORGIAN   BAY    CANAL. 


i 


Couchiching,  jit  the  nortli-easteni  extremity  of  Lake  Simcoc,  about 
midway  between  the  "Narrows  and  the  River  Severn."  The  dis- 
tance from  Lake  Ontario  to  tlii.s  point  being  eiglity-one  miles,  from 
s(!ction  48  to  81,  conii»i'ises  Lake  Sinicoe,  tlie  only  difficult  portion 
of  the  navigation  being  at  the  Narrows,  wliich  consists  of  a  circui- 
tous and  lia/.ardous  channel.  The  ]3oard  of  Public  Works  of  the 
Province  has  ordered  the  necessary  improvements,  which  have 
been  in  course  of  execution  during  the  past  year,  rendering  any 
additional  expenditure  unnecessary,  except  the  contingency  of 
deepening  the  eliannel  still  more,  as  the  present  improvement  only 
contemphited  accommodation  for  steam  vessels  drawing  eight  or 
nine  feet  of  water. 

From  T)r.  Robinson's  creek  to  JNIatchedash  Bay  the  canal  would 
be  fourteen  miles  in  length. 

Retween  sections  Nos.  1  and  4,  a  deep  excavation  will  be  neces- 
sary, principally  through  limestone  rock,  containing  over  5,500,000 
cubic  yards,  at  a  cost  of  the  same  amount  in  dollars,  the  cost  of 
excavation  being  estimated  at  $1  per  cubic  yard.  The  greatest 
depth  would  ])e  138  feet,  and  the  average  depth  75  feet.  From 
section  No.  4  to  No.  8,  the  construction  is  of  an  ordinary  char- 
•acter;  between  Nos.  8  and  9  an  excavation,  also  through  limesto'^e 
rock,  occurs,  containing  500,000  cubic  yards,  and  at  section  No. 
13  an  excavation  through  granite,  containing  300,000  cubic  yards, 
at  a  cost  of  at  least  83  per  cubic  yard.  Between  sections  14  and 
17  (iMatche<lash  Bay)  a  channel  will  have  to  be  excavated  100  feet 
in  width,  and  a  trackway  in  crib  work  constructed;  the  quantity 
of  excavation,  a  largo  portion  of  which  >vould  be  through  granite, 
Avould  be  nearly  1,000,000  cubic  yards,  the  cost  of  which  would 
be  83,250,000,  including  the  cost  of  the  trackway  and  harbor 
accommodation. 

The  lockage  on  route  No.  2,  consists  of  six  single  locks,  one 
double,  and  one  treble  combination  lock — 11  locks  altogether,  the 
lift  being  the  same  as  for  Route  No.  1,  between  Lake  Simcoe  and 
Lake  Huron,  an<l  the  total  lockage  GOO  feet. 

The  total  distance  by  this  route,  denominated  No.  2,  combining 
a  portion  of  No.  1,  would  be  98  miles,  comprising  03  miles  of  sum- 
mit level,  including  Lake  Simcoe,  and  levels  ranging  in  length  from 
one  quarter  of  a  mile  to  30  miles. 

The  cost  of  bridging  on  route  No.  2,  not  including  t'  '  combined 
l)ortion  of  No.  1,  would  be  trifling,  as  the  country  through  which 
the  canal  would  pass,  is  unsettled,  excepting  portions  at  the  termini 


i 


M 


GEORGIAN  BAY  CANAL. 


39 


A  trackway  of  timber  crib  work,  20  feet  in  widtli,  and  three  miles 
in  len<^tli,  must  be  constructed  on  the  cast  side  of  tlie  cIkuiiiiI,  to  be 
excavated  tlirough  INIatchcdasli  Bay ;  also  Iiarbor  accommodation 
at  the  entrance  on  Gloucester  Bay. 


ROUTE  NO.  TUREE, 

Comprises  a  portion  of  No.  1,  as  far  as  the  14th  section,  from 
which  point  it  branches  ott'  to  the  west,  through  I  e  valley  <»f  the 
north-west  branch  of  the  Ilumber  and  the  township  of  ^Mbion,  inid 
the  valley  of  the  Nottawasaga  Kiver,  in  Tecumseth  and  Essa, 
where  it  again  joins  route  Xo.  1,  at  section  No.  10,  and  continues 
along  this  lino  to  the  terminal  harbor,  at  the  mouth  of  the 
Nottawasaga  River. 

The  deepest  excavation  on  this  route  occurs  between  sections 
Nos.  13  and  28,  containing  114,000,000  cubic  yards,  Avhich  would 
cost  $28,500,000,  and  the  greatest  depth  to  240  feet,  an  amount 
which  places  this  route,  beyond  all  comjjarison,  the  most  expensive. 

It  was  considered  necessary  to  arrive  at  some  approximate 
estimate  of  the  cost  of  this  route,  as  several  j)ersons  living  in  the 
township  of  Albion  Avere  under  the  impression  that  this  was  the 
most  direct  and  cheapest  route  for  the  canal. 

The  cost  of  the  necessary  excavation,  as  stated  above,  Avill,  as  a 
matter  of  course,  completely  remove  this  impression.  In  addition 
to  this  cost,  a  feeder  from  Lake  Simcoe  would  require  to  be  con- 
structed. The  lockage  would  be  the  same  as  No.  1 ,  and  the  length 
would  be  83  miles. 


ROUTE  NO.  FOUR, 

Comprises  the  principal  i)ortion  of  No.  1,  as  far  as  section  No. 
35,  where  it  branches  oft'  from  the  Holland  Itiver  through  North 
Gwillimbury  and  Tecumseth  toward  the  Nottawassaga  Itiver, 
where  it  joins  route  No.  3,  at  section  32. 

This  was  one  of  the  routes  api)roved  and  recommended  by  Col. 
Mason  to  the  committee  in  1855,  and  will  be  found  to  possess 
many  superior  advantages  in  comparison  with  other  routes. 

This  route,  like  No.  3,  does  not  enter  Lake  Simc(^e,  though  it  is 
proposed  to  be  connected  with  it  by  a  navigable  feeder  adapted 


40 


GEORGIAN    BAY    CANAL. 


for  fi  smaller  class  of  vessols.  The  greatest  amount  of  excavation 
on  this  route  occurs  between  sections  Nos.  2  and  8,  containing 
8,000,000  cubic  yards,  which  would  cost  2,000,000,  the  greatest 
dej)th  l>eing  12.3  feet,  and  the  average  depth  04  feet. 

From  section  32  of  route  No.  3,  to  section  Xo.  10  of  route  No.  1, 
where  No.  3  joins,  there  are  no  constructive  ditHculties,  as  the  fall 
in  the  valley  of  the  Nottawasaga  river  is  com})aratively  trifling  for 
the  whole  of  this  distance  (eighteen  miles).  The  line  then  con- 
tinues along  route  No.  1  to  the  terminal  harbor  at  the  mouth  of  tho 
Nottawsaga  river.  The  lockage  on  this  route  will  be  the  same  as 
No.  1  (GOO  feet),  and  the  distance  84  miles.  Several  accommoda- 
tion bridges  will  bo  required  on  this  route. 


ESTIMATE  OF  COST. 

Subjoined  arc  tho  estimates  of  the  cost  of  tho  proposed  routes, 
route  No.  1  behig  the  least,  and  route  No.  3  tho  greatest,  the  dif- 
ference between  Nos.  1  and  2  being  trifling. 

The  cost  of  the  harbor  acconnnommodation  of  No.  2,  is  the 
largest,  and  Nos.  3  and  4  the  least.  It  will  also  be  observed,  that 
in  tho  construction  of  route  No.  3  a  much  larger  amount  of  exca- 
vation would  be  required  than  in  the  other  routes,  and  next  in 
order  Nos.  4  and  2.  Tho  size  of  the  locks  has  been  determined 
by  the  dimensions  of  the  propeller  "  Iowa"  of  1,000  tons,  namely, 
242  feet  long,  31^  feet  wide,  and  drawing  11^  feet  of  water  when 
loaded ;  making  allowance  for  the  necessary  space  for  opening  and 
closhig  the  gates,  locks  205  feet  in  length,  55  feet  in  width  and  12 
feet  on  the  sill,  are  considered  sutlicient  for  the  purpose.  Two 
schooners  of  400  tons  each  can  also  pass  through  locks  of  these 
dimensions  at  the  same  time. 

The  canal  is  iutcnded  to  be  115  feet  wide  at  the  water  line,  and 
13  feet  in  depth,  except  in  the  deep  excavation,  where  the  width  at 
the  water  line  is  proposed  to  be  100  feet,  and  through  the  rock  cut- 
ting on  route  No.  2,  90  feet  at  the  water  level  and  100  feet  above 
the  level  of  the  towpath. 

Tlic  greatest  width  of  the  deep  excavation  througli  the  ridges  in 
King,  would  be  GSO  feet  at  the  surface  level. 


GEORr.TAN    BAY    CANAL. 


41 


KSTIMATK    OF    ROUTE    No.  1. 


in 


QUANTITY. 

DBrfcniPTioji  or  WORK. 

RATK. 

DOLLS. 

$15,825,000 
4,000,000 
20,000 
1(10,000 
4(io,ooO 
2" '0,000 
250,000 
120,000 
200,000 

03,300,000  c  yds. 

Eiirtli  excavation 

2.5c 

880,f)OO 
5,000 
4,000 
200,000 
100,000 
6,000 
8,000 

60  locks  C()iiipl(,'te 

4  dams 

25  wasfi'  weirs 

2  harbor  accoiiimodatioiis    .... 

2  harlior  Lake  Simcoe 

60  uccoininodatioii  hrifij^cs  .... 
15  culverts 

Land  damages 

Eiigiueering  and  contiiigiincios 

§21,115,000 
1,055,750 

$22,170,760 

ESTIIMATF:    OP"    KOTJTK    No.    !3 

■ 

QCASTITY. 

DESCRIPnOS  OF  WORK. 

RATE. 

DOLLS. 

$1:5,500,000 
0,000,000 
2,100,000 
4,0(jo,ooo 

20,000 
100,000 
GoO,oo() 
200,0(H.) 
200,000 
100,000 
200,' 'oO 

64,000,000  c.  yds. 
0,000,000       " 
700,000      " 

Earth  excavation 

25c 

i?l    00 

3  00 

Hock  excavation,  limestone.  . .  . 

Rock  excavation,  granite 

Locks 

Dams 

Waste  weirs 

Harbor  acommodation 

"             "        Lake  Simcoe.. 
Brid<»e3    

Culverts 

Laud  damages 

Engineering  and  contingencies. 

$27,020,000 
1,351,000 

828,371,000 

ESTIIMj^THS    of    route    No.    3. 


QUANTITY. 

DESCRIPTION  or  WORK. 

RATK. 

DOLLS. 

$83,750,000 
4,000,000 
20,000 
100,000 
400,000 
250,000 
120,000 
200,000 

135,000,000  cy'ds. 

1 

Earth  excavation  including  feeder 
Locks 

25c 

Dams 

Waste  Weirs 

Harbor  accommodations 

Hridfes 

Culverts 

Land  damages 

Engineering  and  contingencies. . 

83S,S4O,O00 
2,192,000      j 

841,032,000     ' 

42 


GEORGIAN   BAY   CANAL. 


KSTIJMATK    OF    ROUTE    No.    -1. 


QCANTITY. 

DKSCIIIPTIOS  OF  WOnK. 

BATK. 

DOI.LS. 

1^1 7,. "00,000 
4,000,000 
20,000 
100,000 
400,000 
260,000 
120,000 
200,000 

70,000,000  c.  y'ds. 

Eartli  excavation 

25c 

liOcks 

Dams 

Waste  Wclis 

Harbor  accoiiiinodatlon 

IJi  idges 

Culvertfl 

Land  damages 

Engineering  and  coutlngenclos . . 

§22,n'.tO,OO0 
1,12".»,50() 

;8i2;3,71!t.500 

! 


COMPARISON  OF  THE  ROUTES. 

Witli  respect  to  tlie  termin.il  harbor  accomnioclation,  routes 
Kos.  1,  3  and  4  arc  on  an  equality,  and  would,  in  my  opinion,  be 
superior  to  No.  2,  tlic  terminal  harbor  of  which  would  be  at 
Mateliedash  Bay.  Beside  the  difficulty  of  constructing  a  cliannel 
through  Matchedash  Bay,  there  woukl  be  a  great  risk  to  vessels 
drifting  aground,  not  only  on  the  west  side  of  the  channel,  during 
easterly  winds,  but  also  in  Gloucester  Bay.  On  the  east  side 
there  are  several  large  granite  boulders,  to  remove  which,  and 
construct  a  trackway  on  the  west  side  of  the  channel,  through 
Matchedash  Bay,  would  add  nearly  ^1,000,000  more  to  the 
estimate.  As  a  harbor  of  refuge,  the  west  side  of  Gloucester 
Bay  would  be  superior  in  every  respect,  and  would  aiford  the 
most  ample  accommodation  for  all  classes  of  vessels  durhig  the 
season  of  navigation.  For  sailing  vessels  it  is  rather  too  much 
sheltered,  but  for  propellors  it  would  be  accessible  at  all  times. 

In  the  early  portion  of  the  spring,  and  late  in  the  autumn,  its 
sheltered  Avaters  would  also  be  frozen  at  least  one  week  sooner, 
the  entrance  to  the  harbor  being  nearly  half  a  degree  further  north 
than  the  proposed  terminal  harbor  at  the  Nottawasaga  liiver. 
For  general  traffic  I  Avould,  therefore,  recommend  the  other  routes 
in  preference  to  No.  2,  for  terminal  harbor  accommodation.  The 
comparative  cost  of  the  route  is  as  follows : 

No.  1 $22,170,750 

No.  2 22,5<.>0,OOO 

No.  3 41,0;'.-2,000 

No.  4 23,7 19,500 


GEOr.OIAN   BAY    OAXAL. 


48 


side 

and 

[igh 

the 

stcr 

the 

the 

much 


The  details  arc  stated  in  the  ostiinato.  With  rei;ard  to  cost, 
No.  1  route  is  nioj^t  favorahU'.  The  diilerenee  betwein  Nos.  1, 
2  and  4  cannot  ho  consichrt  1  sntVieuiit  to  i;ive  one  route  a  very 
great  advantai^e  over  the  other  in  this  respect ;  hut  the  cost  of 
route  No.  .3,  heinuj  douhh',  prechides  any  t'urtlier  argument  in  its 
favor.  The  coini>arison,  therefore,  hetwecn  Nos.  1,  2  and  4  will 
he  narrowed  to  the  question  of  facilities  of  construction  and 
economical  working.  The  heavy  amount  of  rock  excavation 
encountered  in  route  No.  2  appears  ohjectionahle  on  account  of 
tlie  increased  price,  hut  tlie  (juantity  heing  nnich  less  on  account 
of  the  side  slopes  heiiig  decreased,  the  ditference  of  cost  will  not 
he  80  great  as  stated  in  the  estimate. 

The  limestone  to  be  excavated  heing  of  a  quality  that  could  he 
used  in  the  construction  of  the  locks  on  this  section  of  tin;  route, 
if  not  on  others,  would  diminish  the  cost  of  this  excavation.  As 
this  is,  in  a  great  measure,  a  matter  of  conjecture,  no  deduction 
has  been  made  in  the  estimate  on  this  account,  ])articularly  as  it  is 
probable  that  the  stone  required  for  building  the  locks  on  the 
remaining  sections  would  be  i)rocurcd  from  other  localities. 

The  question  of  terminal  harbor  accommodation  and  cost  having 
been  decided,  that  of  economical  working  has  next  to  be  consid- 
ered. The  lockage  being  the  same  on  all  the  routes,  the  length  of 
the  routes  and  time  occu})icd  in  passing  through  the  canal,  will 
determine  the  superiority.  Tho  respective  lengths  and  time  will 
be  as  follows : 


ROUTE. 

1.KN0T1I    IN    MILKS.      1 

TIMK    IN  lIOLItS. 

g 

E 

u 

2 

B 
S 

a 

CIS 

33 
30 
23 

2(5 

•n 

o 
u 

o 

4-t 
35 
<)0 
58 

1 

ei     ll 
l\ 

100 
98 
83 

SI 

a 
a 

37 
33 

38 
38 

en 

% 
■J 

"5 
o 
H 

Route  No.  1 

23 
33 

16 
16 
16 
10 

53 
49 
54 

54  1 

Route  No.  2 

Route  No.  3 

Route  No.  4 

.  . 

)0 
00 
00 
00 


In  the  above  calculations,  the  rate  of  speed  on  Lake  Simcoe  is 
calculated  at  six  miles  per  hour,  on  the  summit  three  miles,  and 
two  miles  on  the  other  levels.  Nearly  twenty  minutes  is  allowed 
for  passing  each  lock. 

The  comparison  in  time  would  be  in  favor  of  route  No.  2.  The 
terminal  harbor  accommodation,  heing  in  favor  of  Nos.  1  and  4, 
will  give  them  a  greater  advantage,  according  to  my  judgment. 


\ 


Tlio  compfiriHon,  tluM'oioro,  will  rcHt  Ix'tweon  tliesc  two  latter 
ronti'S.  In  jjoliit  of  time,  then,  the  (liircroiuic  is  of  no  coiisidi'ni- 
tlon  ;  till'  i)riiK!i|>al  :ui(l  liiial  ol»j»'c;tioii  to  routes  No.  I  would  bo  tlio 
prol)iil)K'  dolay  to  N.iiling  vessels  passiiii,'  through  Lake  Shneoi^  in 
conseiiuence  of  adverse  winds,  to  which  No.  4  would  not  be 
Bubjeet. 

AVonld  this  inconvenience,  or  conseijiient  expense,  be  at  all  in 
proportion  to  tlie  diU'erence  between  the  cost  of  the  routes,  namely, 
^1,500,000?  I  think  not;  and  I  am  the  more  inclined  to  this 
decision  from  the  certainty  that  the  majority  of  the  vessels  jiassiui^ 
throufijli  the  canal  wo»U<l  be  i)ropellers,  which  would  not  be  afVected 
by  ailverse  M'inds;  at  least,  it  would  not  jtrcvent  their  continuing 
tlieir  passaj^G  through  Lake  Simcoe,  or,  in  fact,  from  either  termimis, 
cxce[)t  during  very  severe  storms. 

Under  all  the  circumstances  of  eomi>arison,  the  route  as 
originally  proposed,  apjjcars  to  be  the  best,  and  I  am  not  aware 
that  any  further  local  examination  Avould  alter  this  decision,  as,  in 
every  instance,  I  am  satisfied  that  the  most  favorable  locality  was 
selected.  In  any  comparison,  therefore,  with  other,  or  existing,  or 
proposed  avenues  for  the  western  trade,  the  route  from  the  river 
Ilumher,  west  of  Toronto,  to  Lake  Simcoe,  and  from  thence  to 
Lake  Huron,  by  the  Nottawassago  river,  will  only  be  considered. 

The  estimated  cost  being $22,170,750 

The  Icngtii 100  miles. 

Aud  the  time 53  hours. 


V.  —  GENERAL  COMPARISOX  WITH  OTUER  ROUTES. 

The  existing  water  communications  between  Lakes   Superior, 
Michigan  and  Huron,  and  the  Atlantic  Ocean,  are  as  follows  : 

Xo.  1  —  By  Lake  Eric,  Buffixlo  and  Erie  Canal. 

Xo.  2  —       "        "      Wolland  Canal,  and  O:?wego  and  Erie  Canal. 

No.  3 —      '*         "  "  "       and  the  St.  Lawrence. 

The  projected  water  communications,  as  ship  canals,  are : 


No.  1  —  By  Lake  Erie,  Welland  Canal  and  St.  Lawrence. 
No.  2  —  By  Georgian  Bay,  Toronto  and  St.  Lawrence. 
No.  3  —  By        "        "      Ottawa  River  and  St.  Lawrence. 


GEOnoIAN    ]\\Y    CANAL. 


4.' 


•ted 


To  wliicli  iniiyl)c  atlilcd  tlio  |>rf)|i()S(Ml  sliipcniial  iK'twct'ii  the  St. 
Liiwrc'iicc,  T.aki!  C'liaiiniln'm,  :iii<l  llu-  rivii-  Iliidsuii,  ami  I'nnii 
Oswt'v't)  to  the  riviT  Iliulsoii.  Nos.  1  and  J  of  tin-  (•.\i>liM'4  rouli'S 
Iiavo  NuNV  Vork  as  thuir  sea  I)ort,  and  Mo,  .i  Montreal  and 
Qni'lu'c, 


For   the  lu-ojoctcd  routes,  New    York,  Montreal    and    Quel 
■would  be  the  sea  ports,  in  ease  tlie  pr<»jeete(l  ship  ranals  hetue 


INIontreal  and  ()> 


d  the  IIu(U 


en 


d,  and 


river  were  oon.stru 
the  St.  Laurence  canal  enlarged. 

Chieajjjo  heing  the  center  of  hiternal  connuerco  at  present,  will, 
in  every  comparison,  be  made  the  starting  point,  and  vice  vtrn't. 

This  city  nmst  be  selecti'd  as  the  starting  point  from  the  wi'st, 
for  obvious  reasons.  The  raj»id  growth  of  Chicago  in  all  those 
elements  which  constitute  agreat  commercial  and  enterprising  eity, 
indicating,  as  it  does,  a  i)rosi)erity  and  progress  unparalleled  in  the 
commercial  liistory  of  tiie  world,  justifies  the  well  earned  title  of 
the  *'  Center  of  AVestern  Commerce." 

The  cities  of  ^filwaukee  and  Superior,  also  "NVaukegan,  Iveiiosha, 
Sheboygan  and  Green  Bay,  are  lu'oportionably  interesteil  in  the 
construction  of  this  additional  avenue  for  their  trade,  and  will 
no  doubt  unite  with  Chicago  and  Caiuula  in  ensuring  its 
accomplishmrtit. 

A  division  of  interests  in  advocating  the  construction  of  other 
channels  for  western  trjide,  until  this  is  completed,  would  be  fatal 
to  the  success  not  only  of  this  project,  but  of  all  others  which  are 
designed  to  facilitate  the  transit  of  western  conuuerce. 


40 


GEORGIAN   HAY    CANAL. 


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GEORGIAN    BAY    CANAL. 


47 


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New  York  to  Liverpool,  2,980  miles ;  Quebec  to  Livcri)Ool, 
2,502  iniles  ;  diftereuee  in  favor  of  Qiiel)ec,  478  miles. 

I5y  the  above  table  of  comparative  distances,  it  will  be  jiereeived 
that  the  Toronto  and  Georgian  Bay  Canal  would  not  only  be  the 
shortest  of  existing  or  proposed  routes  in  distance,  with  one  excep- 
tion, but  allowing  for  the  increased  lockage,  would  also  be  the 
shortest  in  point  of  time,  Avhether  New  York  or  Quebec  is  the 
seaport,  liy  a  comparison  with  the  shortest  of  existing  routes  to 
New  York,  namely,  liuttalo,  Erie  canal  and  Hudson  rivei',  tho 
Toronto,  Georgian  Bay  and  Oswego  route  would  bj  405  miles  and 
about  four  days  shorter  in  i)oint  of  time,  allowing  fifteen  working 
hours  for  each  day  during  the  season  of  navigation. 

Also,  by  comparing  the  "Welland  and  St^  Lawrence  to  Quebec, 
with  the  Toronto,  Georgian  Bay  and  St.  Lawrence,  the  latter 
would  have  an  advantage  of  428  miles  in  distance  and  save  over 
three  days.  In  the  above  calculations  the  detention  in  })assing  the 
St.  Clair  Flats  are  not  taken  into  consideration,  which,  according 
to  the  argument,  in  favor  of  the  construction  of  the  Rondeau  and 
Chatham  Ship  canal,  averaged  six  days  for  each  trip,  or  three  days 
either  way.  The  average  annual  losses  to  shi[)ping  at  this  point 
alone,  irrespective  of  detention,  has  been  calculated  at  81,000,000, 
which  would  be  so  much  saved  and  in  favor  of  the  Toronto  and 
Georgian  15ay  route.  On  this  basis  a  comjiarison  may  be  formed 
between  the  above  and  any  of  tho  other  routes,  and  in  every 
instance  it  will  be  found  to  be  still  more  favorable. 

The  difference,  also,  from  Chicago  to  Liverpool  by  the  Georgian 
Bay,  Toronto  and  Quebec,  is  452  miles  less  than  by  Toronto, 
Oswego  and  New  York,  and  857  miles  than  by  the  present  route 
by  Buffalo,  Erie  canal  aiul  Hudson  river. 

If  it  is  admitted  that  the  time  has  now  arrived  when  Sliii»  Canals 
must  be  constructed  to  comiect  the  great  lakes  with  the  Atlantic 
Ocean,  then  the  Toronto  and  Georgian  Bay  route  jjossesses  still 
further  advantages  over  all  others  existing  or  proji'cted.  The 
expense  and  difficulty  of  deepening  St.  Clair  Flats  from  f).V  to  12 
feet,  and,  it  may  be  added,  imi>racticability,  except  at  a  consider- 
able expense,  would  be  an  effectual  barrier  which  could  only  bo 
removed  by  the  construction  of  the  Bondeau  and  Chatham  Ship 
Canal,  at  this  point,  at  an  estimated  cost  of  !sO,000,000.  The 
proposed  lateral  cut  to  the  Welland  Canal  has  also  been  esti- 
mated at  $4,000,000.     There  we  have  a  proposed  expenditure  of 


I' "'« 


48 


GEORGIAN   EAY    CANAL. 


\ 


810,000,000  of  Canadian  ca])ital,  wliicli,  if  expended  in  tlio  con- 
struction of  tlic  Toronto  and  Georgian  IJay  Ship  Canal,  would 
leave  but  ^Sl 2,000,000  to  comj)leto  a  work  wliicli  M-onld  save  428 
miles  by  the  Quebec  route,  including  the  hazardous  navigation  on 
Lake  Erie,  -which  is  admitted  to  be  the  most  disastrous  compared 
with  all  the  other  lakes. 

The  tendency  of  the  construction  of  the  Rondeau  and  Chatham 
Ship  Canal,  the  most  feasible  and  economical  method  by  which  the 
navigation  of  this  portion  of  the  St.  Lawrence  can  be  improved, 
would  be  to  facilitate  the  existing  trade  to  and  from  Buffalo  and 
the  Erie  Canal;  the  pro[)ortion  of  the  increase  of  trade  to  the  Wei- 
Land  Canal  and  St.  Lawrence  could  hardly  be  expected  to  be  at  all 
commensurate  with  the  cost  of  the  undertakiui;  as  far  as  this 
Province  Avould  be  concerned. 

Since  1847,  "when  the  rivalry  for  the  carrying  trade  of  the 
great  Avest  was  fiiirly  begun  between  Canada  and  the  State  of 
New  York,"  the  cxi)ected  trade  by  the  St.  Lawrence  has  been 
gradually  diminishing  in  comparison  with  the  Eriu  Canal.  During 
the  approaching  season  the  enlarged  Erie  Canal  will  ofter  increased 
facilities  for  western  tralHc,  and  the  trade  of  the  St.  Lawrence  will 
be  still  further  reduced.  It  has  been  trnly  remarked  that  "all  the 
canals,  railways,  and  other  means  of  connnunication  that  can  be 
made  across  the  Canadian  peninsula  for  the  next  twenty  years,  will 
not  aftbrd  sui^icient  acconnnodation  for  the  gigantic  increase  of  the 
connnerce  of  the  great  West."  Admitting  the  truth  of  the  above 
remark,  it  wonld  be  inconsistent  to  oppose  any  of  the  projected 
im})rovements  either  by  liuffjdo  or  Montreal,  bnt  the  superior  claim 
that  this  route  has  on  Canadians  should  be  first  considered,  and 
cm*  energies  directed  to  its  early  completion.  If  its  construction 
>vill  restore  the  trade  to  the  St.  Lawrence  that  has  been  lost,  then 
we  ought  firmly  to  protest  against  Canadian  influence  and  capital 
being  expended  on  rival  projects. 

"With  respect  to  the  capacity  of  the  proposed  Toronto  and  Geor- 
gian ]>ay  Canal,  in  comparison  Avith  those  of  existing  routes,  it  will 
be  conceded  at  once  to  be  superior  in  every  respect. 

The  passage  of  50  vessels  p«r  day  of  1000  tons  each,  or 
10,000,000  tons  in  200  days,  which  is  the  estimated  yearly  period 
of  navigation,  would  meet  the  re(|uirements  of  the  trade  for  some 
years  to  come,  while  the  present  traftic,  about  0,000,000  tons,  is 
quite  as  much  as  the  Eric  Canal  can  conveniently  accommodate, 


GEORGIAX  TiAY   CANAL. 


40 


and  the  annual  increase  will  continually  demand  further  enlarge- 
ment until  at  length  a  ship  canal  of  the  proposed  dimensions  in 
this  locality  will  be  recpiired. 

Instead  of  this  questionable  method  of  occasional  enlarge- 
ment, the  most  expensive  that  can  be  adoi)tod,  would  it  not  be 
more  advisable  to  construct  additional  avenues,  thereby  creating 
increased  facilities  for  interiial  transports?  This,  mider  all  circum- 
Btances,  would  appear  the  reasonable  conclusion,  and  which,  it  is  to 
be  hoped,  Avill  yet  be  arrived  at  by  all  parties  intereste<l. 


VI.  —  COLLATERAL  ADVANTAGES. 

The  direct  advantages  that  will  follow  the  construction  of  the 
Toronto  and  Georgian  l>ay  Shii»  Canal  in  opening  a  shorter  and 
more  expeditious  route  betAveen  Lakes  Supei'ior,  iMichigan  and 
Huron  and  the  Atlantic  Ocean,  has  been  argued  in  the  foregoing 
general  comparison  of  routes. 

The  collateral  advantages  may  be  considered  as  being  of  a 
strictly  local  Cuaracter,  though  their  connection  with  the  main 
project  will  become  more  evident  as  an  auxiliary,  w  hen  the  work 
has  been  completed. 

According  to  the  calculations  of  the  available  water  supi»ly,  it 
has  been  computed  at  GO,OUO  cubic  feet  }»er  minute ;  this  supply 
from  the  summit  to  the  north  and  south  would  be  augmented  by 
the  rain  fall  of  the  water  sheds  of  the  llundjer  and  Nottawasaga 
rivers,  which  is  computed  at  82,000  cubic  feet  per  minute,  making 
a  total  of  202,000  cubic  feet  per  minute,  or  90,000  cubic  feet  for 
the  southern  or  llumber  portion,  and  112,000  for  the  northern  or 
Nottawassaga  water  shed. 

These  quantities  multiplied  by  the  height,  1:10  feet  tor  the 
northern,  and  470  feet  for  the  southern,  would  give  the  available 
water  power  of  each,  an  unfailing  somx-e  of  considerable  ]>roHt, 
being  in  the  vicinity  of  a  populous  i-ity,  and  of  incalculable  value 
for  manufacturing  and  mechanical  i)urposes. 


IS,    IS 

date, 


LONCLLVIOX. 


In  order  to  con\ey  a  clear  idea  of  the  position  and  advantages 
of  the  i)roposed  canal,  lithogra}ihed  [)lan.s  and  proiiles  are  now  in 


50 


GEORGIAN  BAY  CANAL. 


\ 


course  of  preparation,  having  been  reduced  from  the  original  plans 
and  profiles  which  accompany  this  report. 

The  first  maj)  will  represent  the  united  counties  of  York  and 
Peel,  and  the  county  of  Simcoe,  on  whicli  the  proposed  routes  are 
indicated.  The  second  plan  will  contain  reduced  profiles  of  the 
routes,  and  the  position  and  number  of  the  locks. 

The  last  will  he  a  prospectus  map,  showing  the  general  position  of 
the  proposed  ship  canal  to  connect  Lakes  Huron  and  Ontario  at 
Toronto,  in  reference  to  Chicago,  New  York  and  Quebec,  with  the 
existing  and  proposed  routes  and  comparative  distances  before 
mentioned. 

As  soon  as  Col.  R.  13.  INLason's  report  is  completed,  it  is  proposed 
to  have  it  printed,  together  with  this  report,  appendix,  and  plans 
attached,  so  as  to  present  tlic  whole  in  a  complete  form,  and  con- 
vey tiie  requisite  information  in  as  concise  a  manner  as  possible, 
consistent  with  the  importance  of  the  project. 

The  advantage  of  having  a  correct  representation  of  tlie  topo- 
graphy of  the  country  lying  between  this  city  and  Lake  Huron, 
with  the  lines  of  the  water  sheds  of  Lake  Simcoe,  and  the  Ilumber 
and  Nottawasaga  rivers,  will  be  evident  on  the  inspection  of  the 
plans,  and  has  influenced  the  connnittee  in  incurring  this  additional 
outlay,  which  they  feel  certain  will  be  reimbursed. 

The  estimated  cost  of  this  undertaking  will  at  first  appear  con- 
siderable ;  but  on  consideration  of  the  immense  advantages  that 
will  result  from  its  construction,  in  comparison  with  the  other 
public  works  not  yet  completed  in  this  Province  and  the  United 
States,  will  on  serious  reflection  justify  the  expenditure  of  a  much 
larger  amount  than  may  have  been  anticipated  when  the  i)roject 
was  first  contemj)lated. 

The  cost  ol  the  Grand  Trunk  Railway  when  complete,  including 
that  superior  engineering  Avork,  the  Victoria  Bridge  at  IMontreal, 
has  been  estimated  at  ^48,000,000,  more  than  double  the  estimate 
cost  of  the  canal  This  railway,  extending  from  Portland  to  Strat- 
ford, a  distance  of  714  miles,  the  remaining  portion  between 
Stafford  and  Sarnia,  79  miles,  is  expected  to  be  com])leted  this 
year  in  connection  Avitha  railway  across  the  penhisula  of  ^Michigan, 
thereby  forming  another  link  between  the  Atlantic  and  Great  West. 
The  cost  of  this  railway  has  ceased  to  be  considered  a  serious 
matter  in  comparison  to  the  anticii»ated  advantages;  it  is  now  an 
established  fact ;  the  voice  of  the  Legislature  having  stamped  it  a 
notional  undertaking,  and  as  such  deserving  the  active  and  zealous 


GEOliaiAN  BAY  CANAL. 


T)! 


)ject 


ing 


nous 
V  an 


sujiport  of  the  Province  goiu'rally,  to  wliicli  it  lias  already  Itocii 
indirectly  of  incalculable  advantai^e  by  incroasinuj  the  facilities  of 
coniniimication  ;  it  has  promoted  the  ntjricultnral  and  coniniercial 
interests  of  the  Ci)n)niunity,  in  some  instances  more  than  fiuadni- 
pled  the  value  of  real  estate,  and  laid  the  foundation  of  future 
prosperity  and  indi'pendenee. 

If  tliese  are  worthy  objects  of  aml)ition  to  a  new  country  like 
Cana(hi,  they  should  be  u}>held  by  the  un:inimous  voice  of  the  Pro- 
vince ;  if  not,  let  us  retrograde  to  our  lojj^  shanties,  corduroy  roads 
and  anti(iuated  conveyaiu*es.  l>y  way  of  contrast,  T  would  mention 
that  the  jom-ney  between  Toronto  and  Coburg,  which  was  formally 
Avarrantedto  be  "through  by  daydight,"  a  distance  of  75  miles,  occu- 
pied 24  hours  in  its  accom[>lishment,  under  dithculties  of  no  ordinary 
descri})tion  ;  to  this  I  can  ])ersonally  testify  having  "  gone  through 
by  daylight"  by  mail,  and  duly  arrived  next  morning  about  the 
same  time  at  which  we  started  the  previous  morning.  This  occur- 
red in  the  Autunm  of  1847;  last  Autumn  I  traveled  to  Cobourg 
and  returned  the  same  day  in  seven  hours,  having  seven  hours  to 
spare  for  the  transaction  of  business,  and  went  "  through  l)y  day- 
light "  in  reality,  not  by  fiction. 

The  immense  tratHc  on  the  Great  Western  Railway  during  the 
Autunm  of  1850  [last  year  can  hardly  be  considered  even  an  aver- 
age by  wliich  this  travel  can  be  estimated],  would  imi»ress  a  careful 
observer  Avith  some  idea  of  the  extent  of  the  Avestern  trade.  This 
railway  Avas  also  constructed  as  an  additional  aveiuie,  and  its 
success  as  a  profitable  speculation  is  undoubted,  audits  advantages 
fully  admitted  by  the  stockholders.  Several  other  lines  are  i)ro- 
jected  to  pass  through  Canada,  as  competitors  with  the  above- 
mentioned  railways ;  and  on  the  south  shore  of  Lake  Erie,  in  con- 
nection with  the  ^lichigan  Central  Pailway,  also  commands  a  large 
share  of  western  trafii(\  These  remarks  may  be  considered  foreign 
to  the  subject,  but  in  every  instance  they  are  forcible  illustrations 
of  the  magnitude  of  the  western  trade.  It  is  needless  here  to  refer 
to  the  extent  and  prospective  increase  of  this  trade;  it  is  well 
understood  and  appreciated  by  those  who  are  interested  in  its 
developements;  it  will  be  considered  sutlicient  to  remark,  and  it 
is  not  unreasonable  to  sup[)Ose,  judging  by  the  past,  thatbetbre  the 
Toronto  and  Georgian  liay  Canal  can  be  constructed,  the  trade  of 
the  west  may  demand  a  su|)erior  capacity  of  locks,  and  greater 
facilities    than   those  at  present  contemplated.     The  retention  of 


\\ 


tlio  trade  of  the  west  by  tlio  Erie  CiuimI,  iiotwitlistiindiuo-  tlio  eon- 
tinual  expenditure  aiid  additional  facilities  annually  afforded  by  the 
St.  Lawrence  route,  is  forcibly  connnented  on  by  the  Hon.  Jolni 
Young  in  liis  letter  to  the  Hon.  F.  Leniieu.v,  Chief  Connnis.sioner  of 
Public  Works.     He  states  : 

"It  \yould  be  easy  to  nniltiidy  facts  to  establish  tlie  same 
general  results  ;  but  the  ligures  aboye  given  will  sulHciently  show 
that  which  Ave  can  neither  deny  nor  controvert,  namely,  t/utt  the 
trade  hi  the  lorrer  St.  Lmvrence^  in  the  produce  of  the  West^  is 
p(dtry  find  insif/n/p'cafif  compared  iru'th  'ichat  it  o\«jht  to  he^  and 
compared icith  that  by  the  Erie  Canal;  tliat  our  present  facilities 
for  transporting  property  are  wholly  inadecpiate  to  secure  success- 
ful competition  with  the  more  southern  route.  It  is  in  vain  to 
overlook  or  undervalue  the  result;  it  is  forced  upon  us  every  year 
more  and  more  |)lainly,  and  was  foreseen  by  every  intelligent 
merchant  acfpiainted  with  the  Western  business,  and  is  corrol)orated 
by  other  facts." 

In  tlie  latter  part  of  1855,  the  ronte  by  the  OttaAvaAvas  i)rocured 
as  a  panacea  for  this  sickly  trade,  al'ter  the  proceedings  in  Toronto 
liad  become  ])ublic.  Lake  Nipissing,  the  ])roposed  feeder  of  the 
Ottawa  Canal,  being  two  degrees  further  north  than  the  northern 
terminus  of  the  T<»ronto  and  (Jreorgian  ]}ay  Canal,  the  ])eriod  of 
trallic  each  season  of  navigation  on  the  Ottawa  route  Avonld  bo 
diminished  at  least  14  days  in  the  spring  and  antunm,  or  one  month 
on  an  average ;  and  to  this  may  be  added  the  inconv(;nicnces  of  a 
close  navigation  for  430  miles,  between  Lake  Huron  and  the  St. 
LaAvrence,  as  contrasted  Avitli  77  miles  by  this  route.  For  these 
reasons,  and  a  Avant  of  sutiicient  data  in  other  respects,  a  com- 
parison may  be  excused.  The  terminus  of  the  OttaAva  route  oil  Lake 
Huron  Avill  be  too  far  north  to  com]>ete  Avith  the  Erie  Canal,  and, 
on  the  contrary,  the  Welland  Canal  is  too  far  south.  The  Toronto 
and  Georuian  IJav  Canal,  being  in  a  direct  line  between  the  direct 
points  of  trailic,  namely.  New  York  on  the  south-east,  and  the 
juncture  of  the  three  lakes,  Superior,  jNlichigan  and  Huron,  on  the 
north-Avest,  AV(»nld,  if  constructed,  possess  superior  advantages  in 
this  resj)ect.  In  tlu'  "I*ri/.e  Essay"  on  Canada,  written  by  J.  S. 
Ilogan,  Esq.,  3r.  ]*.  P.  for  the  county  of  Crey,  the  comj)arison 
between  the  facilities  of  tlie  St.  Lawrence  and  Erie  Canal  routes 
is  so  clearly  described  that  it  is  th<tught  advisable  to  coi>y  it  in  full, 
by  ])ermissir>n  : 


GEORGIAN    BAY    CANAL. 


0 


3 


(I  ho 
onth 
of  a 

St. 

icse 

com- 

i.akc 

:uk1, 

•onto 

iroct 

tlio 
1  the 
'S  ill 
J.  S. 
irison 
oiites 
1  liiU, 


"^Motisurino;  the  St.  Lawrence,  then,  as  a  liiu'hway  to  tlie  ocean, 
by  the  standard  that  if  it  can  he  snperHeded  l»y  more  rajiid, 
cheaper,  or  more  convenient  routes,  it  cajinot  he  siiccessliil.  If  it 
does  not  fall  into  disuse,  what  ai"e  its  fiitin'e  prospects*:' 

"Tile  first  thiniij  that  stril<es  one,  in  conteniitlatint^  it,  is  its 
adaptation,  in  point  of  immensity,  to  tlic  vast  retrions  it  waters. 
Whilst  the  husiness  necessities  of  tlie  West,  ami  those  poitions  of 
America  which  are  universally  admitted  to  he,  hoth  hy  their 
relative  jtosition  to  other  rivers  and  to  it,  its  natural  feeders,  have 
literally  shamed  the  enter})rises  that  were  intended  to  provi<le  I'or 
them,  its  vast  maunitude  and  its  value  are  heini;  hut  diseoviwed  hv 
the  contrast.  The  P^ric  Canal,  highly  valuaMe  as  :i  W(»rk,  and 
successful  beyond  comparison,  Ikis  Ikku  i,iii<I<i  linji    hj  pr<»jr<f<!^. 

"The  St.  Lawrence,  on  the  contrary,  only  rei|uires  enormous  use 
to  test  its  greatness.  It  is  impossihle,  indeed,  tu  contem})late  this 
river,  in  connection  with  the  canal  that  was  maile  t<»  rival  it, 
"without  being  struck  with  the  inadecpiacy  of  the  one  and  the 
amplitude  of  the  other. 

"The  vallevs  and  i>lains  Avatered  by  the  St.  Lawrence,  being 
largely  in  the  United  States,  have  chiefly  contributed  to  the  Erie 
Canal's  business.  Their  fruits  were  literally  wooed  away  from 
their  natural  channel  to  minister  to  its  prosjK-rity.  The  St.  Law- 
rence, in  so  far  as  American  ])olicy,  and  great  restrictions  upon 
commerce,  could  aft'i'ct  it,  has  been  .sacritieed  to  tli<'  Krie  Canal. 
Nature's  outlet  had  navigation  laws,  Avhich  drove  commerci-  away 
from  it,  to  contend  against.  The  Ki'ie  Cauiil  hail  ail  these 
disadvantages  to  the  river  converted  into  advantages  in  its  fa\  or. 
Yet  the  laws  of  progress,  whieh  have  swept  away  the  obnoxious 
navigation  restrictions,  have,  at  the  same  time,  established  the 
failure  of  the  Erie  Canal.  Not  that  it  is  nnprosj.erous  as  an 
enterprise,  nor  that,  as  a  local  tcor/,;  it  is  not  un^urpasserl  ;is  a 
speculation,  but  that,  for  the  great  purjioses  of  il-^  construction, 
namelv,  to  convey  to  the  ocean  the  fruits  and  i>r<»ductions  of  the 
West  and  North-west,  it  is  em[)]iatically  a  failure,  l><i;inni:  jtiuxinsa 
hus  c(>ini>lckly  overhnrthttietl  ll  ;  it  /s  lit' ndlif  .siir/i  'if<d  Inj  ifs 
oicji  prospcn'fj/.  And  it  matters  not  to  him  —  an  individual,  in 
such  a  case,  being  the  nation  —  who  has  boards  or  tluur  to  send 
eastward  by  it,  whether  they  are  stopped  by  reii^.-n  of  st;',rvat ion, 
or  because  of  a  surfeit.  The  inqx'diment  to  his  business  is  the 
all-important  (piestion  with  him.     And  though  th;-  Erie  Canal  j-aiil 


54 


GEOlIfiTAN    BAY    CANAL. 


larger  profits  tliaii  any  other  work  in  the  world,  yet,  in  a  national 
])oint  of  view,  if  it  afforded  not  ade(inate  facilities  for  biisiness,  or 
stopped  it  in  its  eonrsc,  it  might,  by  drawing  to  it  what  it  «M)nid  not 
do,  be  the  means  of  wide-spread  evil,  instead  of  general  good. 
And  that  this  is,  to  a  great  extent,  the  present  jtosition  of  tlie  Erie 
Canal,  is  universally  admitted. 

"  To  obviate  these  ditticulties,  enterprise  has  again  undertaken 
to  swell  its  dimensions  to  meet  the  enormous  demands  of  2)rof/rrsti. 
But  in  view  of  the  vast  regions  which  nvo  coimnon  alikt?  to  it  and 
the  St.  Lawrence,  and  which  are  as  yet  but  in  the  infancy  of  their 
population  and  business,  is  it  not  probable,  nay,  is  it  not  certain, 
judging  by  the  ]>ast,  that  twenty  years  lienco  will  lind  the  Erie 
C^anal  again  choked  uji  Avith  business — again  tnode  fifffe  hy 
2})'or/)'css'/  When  the  magnificent  tracts  of  country  embraced  in 
3[ichigan,  Wisconsin,  the  northern  portion  of  Ohio  and  Indiana, 
Illinois,  Iowa,  jNIinnesota,  and  the  west  and  north-west  ])orti()ns  of 
the  State  of  Xew-York,  which  now  wholly  or  largely  use  the  Erie 
Canal  as  a  higlnvay  to  the  ocean,  conu^  to  l)e  settled  up,  and  to 
have,  instead  of  some  five  or  six  millions  of  inhabitants,  at  least 
eighteen  or  twenty,  what  mere  canal,  witli  its  liundred  locks,  and 
its  hundred  other  impediments,  will  be  e(iual  to  their  vast  l)usiness 
necessities?  will  be  in  keeping  with  their  splendid  j)r()gress?  will 
satisfy  their  craving  for  ra})idity,  magnitude  and  commercial 
convenience  ?  Will  not  the  Erie  Canal  then,  enlarged  though  it 
be,  be  but  another  added  to  the  numerous  examples,  in  Amercia, 
of  prorjretis  utterly  distancing  oiterprise,  and  jn'osperity  shaniiny 
the  calculations  even  of  talent^ 

Are  any  further  arguments  necessary,  after  the  above  almost 
proj»hetic  demand  for  an  additional  and  enlarged  avenue  for 
Western  trade,  which  cannot  be  surfeited  by  progress  ? 

As  a  demand  for  imjtroving  and  <leveloping  the  mighty  resources 
of  these  inland  seas,  the  above  arguuients  are  not  only  unanswerable, 
but,  on  reflection,  will  be  admitted  to  be  incontrovertibU'. 

J^eforo  concluding  this  IJeport,  I  would  select  this  as  the  most 
fitting  opportunity  of  thanking  A.  ]\[.  IJoss,  Es(j.,  (JeorgL'  Tait, 
.•uid  Walter  Shanly,  Escp,  Civil  Engineer,  connected  with  tlie 
Grand  Trunk  Uailway,  for  in)]»ortant  statistical  data  and  other 
information;  Thomas  iridout  and  S.  Flcnrmg,  Esip's.,  Engineers 
of  the  Great  Western  and  O.  S.  and  II.  IJailways,  for  the  use  of 
plans;  also  to  F.  P.  llubidge,  Esq.,  of  the  Jioard  of  Public  Works, 


GEOKGIAN  BAY  CANAL. 


55 


and  Thomas  Doviia.,  Esq.,  of  tl.o  Crown  Lands  Department,  for 
the  vahiablo  informati.,n  alfunliMl  by  thorn,  tlicrcbv  faeilitatin-  my 
professional  lal)ors,  and  phicin-  rclial)Io  data  within  reach,  which 
couM  not  otlierwise  be  procured,  witliout  incurrin-  further  labor 
and  loss  of  time,  and  entaiiint,'  additional  expense. 

I  have  the  honor  to  remain 

Your  obedient  servant, 

liiOMAs  Clauksov,  Esq., 

Premhnt  of  the  liotml  of  Trwle^ 

Toronto. 


I 


-A.p»i>ii:isrr)ix   jl 


LETTER  FROM  R.  A.  ROYS,  ESQ. 


"  III  rcj^nid  to  any  prospoctivo  adviititaf^o  for  freiglit,  I  think  you  iiii};lit  nieiitlon 
the  iiiimt'iise  quuntity  of  piiio  timhi'r  on  tlie  iiortli  slioro  of  fiake  Ilunm.  Already 
liirgi!  locations  have  l)(!on  taken  iip,  and  extonsivc  mills  will  ho  immediately 
erected.  Tlie  description  of  mills  about  to  he  erected  will  make  30,(iOO  feet  per 
day,  which,  for  each  mill,  will  mukc  13,500  tons  per  annmn,  allowing  one  and  a  half 
tons  per  M.,  which  is  low.  There  will  soon  be  about  ten  of  these  mills  in  operation, 
making  iinnually  lUTi, 000  tons  of  froij^ht,  and  with  such  encouriigemont  as  direct 
shipping  to  Liverpool,  the  West  Indies,  etc.,  the  sawed  jiino  of  liake  Huron  alone 
would  employ  500,000  tons  of  shipping  annuidly.  l>eaide  this  freight  of  sawed 
lumber,  there  are  the  vast  white  oak  tracts.  It  costs,  at  present,  about  ifSOO  per 
thousand  feet  to  take  square  white  oak  from  the  north  of  Lake  Huron  to  Quebec, 
which  is  virtually  a  prohil)ition  ;  whereas,  could  it  1)0  siiipped  direct,  one  quarter  of 
that  sum  would  pay  the  extra  transport,  making  an  enhanced  value  for  the  timber 
on  Lake  llmon  of  two  hundred  per  cent. 

"With  such  a  prospect,  the  amount  of  timber  that  would  be  manufactured  can 
scarcely  1)0  calculated.  Hut  I  should  say  that  Canada  alone,  on  Lake  Huron,  would 
require  at  least  one  thousand  vessels,  of  one  thousand  tons  each,  to  carry  otf  her 
manufactures  of  sawed  pine,  square  pine,  both  red  and  white  ;  pine  masts  and  spars, 
square  oak,  staves,  etc.,  etc.  Hesides,  what  a  trade  would  immediately  spring  up 
in  ship  building.  What  better  place  could  bo  selected  for  this  purpose  than  the 
proposed  outlet  of  the  canal  on  Lake  Huron  (Xottawasaga  river).  At  the  mouth  of 
the  river  is  a  deep  reach  of  three  and  a  half  miles  long,  where  one  hundred  or  two 
hundred  of  the  largest  class  of  ships  might  be  built  at  one  and  the  same  time,  and, 
when  built  and  afloat,  tluy  could  be  in  perfect  security. 

"Tlic  timber  for  manufacturitig  them,  both  white  oak,  white  and  red  pine  timber, 
.«pars  and  masts,  can  bo  cut  up  the  river,  where  there  arc  some  thousamls  of  acres 
of  these  timbers,  of  the  finest  quality,  which  can  be  floated  down  to  the  ship  yards 
with  the  greatest  ease. 

"  Hoside,  this  is  only  a  small  item  in  the  prospect  for  freight.  The  great  west  is 
the  country  from  which  the  bulk  of  freight  m\ist  come.  When  we  see  what  the 
making  Lake  Huron  a  part  and  parcel  of  the  Atlantic  is  going  to  do,  iu  the  way  of 
freight,  what  must  we  expect  from  Lake  Michigan,  and  that  great  and  almost 
unexplored  inland  sea,  Lake  Superior  ? 


OEOKOIAN  BAY    CANAL. 


r>l 


"  Tlio  impetus  that  the  ship  caiml  would  n'lvo  to  tlic  timber,  niinorul,  (ifli  niul 
priiin  niatiufiictorica,  would  l»e  iiicalculiilile  It  would  ho  the  opcniiif;  up  to  com- 
niorce  of  a  ik-w  world,  already  teemini,'  with  life,  niid  ready  to  manufiieturc  to 
any  amount,  ho  long  as  thcio  is  a  demand,  as  tlie  supply  of  the  ahovi*  mimed 
articles,  namely,  timber,  mineral,  fish  and  grain,  and  of  the  best  deftcription,  bein-,' 
practicably  inexhaustible." 


^PI^ENDIX    31. 


THE  TORONTO  AND  GKoUGIAN  HAY  CANAL. 


Touo.NTo,  January  20th,  1858. 
Dear  Doctor  : 

As  the  Report  on  the  Toronto  and  Goorpfian  Hay  Sliip  Catnd  will  noon 
be  publisheil,  I  would  feel  obliged  by  your  stating  any  particulars  with  which  you 
may  lie  acquainted  in  reforcneo  to  the  same,  for  the  pur]K)H('  of  jjublieation,  being 
assured  that  for  several  years  you  have  taken  an  active  interest  in  its  promotion,  as 
Its  original  projector. 

Believe  me  to  remain,  yours  very  truly, 

KIVAS  TULLY. 
Wm.  RkkSj  Esq.,  M.D.,  Toronto. 


TonoxTO,  January  21,  lS.j8. 
Deak  Fir  : 

In  reply  to  your  note,  desiring  any  particulars  I  may  possess  with  reference  to 

the  Georgian  Ray  Canal,  I  have  oidy  to  .state,  after  having  perused   your  valuable 

report,  together  with  the  opinion  of  Col.  Mason,  Con.  K.,  one  of  the  highest  authorities 

in  the  L'nited  States,  that  anytliing  I  could  comnmnicatc  must  be  of    very  little 

value.     I  may,  however,  observe,  that  having  made  several  explorations  suh.uMpicut 

to  calling  public  attention  to  the  project  through  the  column-;  of  the  ijour'irr,  in  18.'j2, 

that  I  feel  the  more  convinced  of  its  practicability,  whilst  the   rapid   strides  since 

made,  both  in  Canada  and  the  western  States,  has,  I  conceive,   fully  proved  tiie 

justice  of  my  numerous  and  very  urgent  appeals  to  government  on  that  occasion, 

not  merely  with  reference  to  the  above,  but  also  as  to  tl: '  tlaims  of  other  important 

parts  of  the  country  to  examination,  in  the  direction  of 'lie  Trent,*  Ottawa,  and  Ray 

of  Fundy,  with  views  to  perfecting  the  St.  Lawrence  navigation,  from  our  vast  inland 

seas  to  the  Atlantic  ;  also,  to  affording  greater  encouragement  to  emigration  and 

settlement,  for  it  must  be  admitted  that  the  fertile  shores  of  Lake  Huron,  and  the 

rich  valleys  of  the  Ottawa  and   St.  Maurice,  have  been  judiciously  laid   out  at  the 


♦On  tliis  suppcstion  of  mine,  Sir  John  Colborne  rl'ul  cause  an  examination  of  tlie  cliain  of  lulces 
between  Lalie  Siincoe,  the  Trent  and  Ki<lean,  connecting  witli  tlie  Ottawa,  whicii  resulted  in  the 
construction  of  certain  locks,  dams,  and  other  partial  improvements. 


r)8 


fJEOIUJIAN    11  AY    CANAL. 


period  rpft'rrod  to,  our  poimlntlon,  oonuncrof  ntui  rovi'mu*,  might  Imvo  Ih'oii  nearly 
(loiilili!  wliat  tlicy  lire  at  iufsciit,  lunl  it  ciininit  lie  iloiiicd  tliiit,  on  the  sfttloiuLMit,  of 
tlio  wa!»to  land.'*,  tlu«  iinprovotnoiit  of  tlic  St.  I.awiiMioc,  totictlicr  witli  tlio  fli'a  ports 
of  (^ifltci*  niid  MontiTuI,  mainly  dcpi-nd  tlie  future  ndvanci>mciit  and  pronperity  of 
l\\'\>*  country.* 

Tiiat  otn- intcriiiil  navij^ation  will  never  he  perfeet,  or  conimonsurato  with  Iho 
ri'i|iiiieinents  indicated  hy  the  progress  of  the  la.«<'.  few  years,  and  tliat  it  is  merely  ii 
question  of  time  (however  nhmird  the  idea  may  appear),  when  both  the  fleorpan 
Hay  and  the  (Utawa  Canals  nhail  lie  constructed,  must  ho  Hoonf<r  or  later  acknowl- 
odjifcd.  Hy  the  fornu'r,  vos.S(ds  descending  would  have  the  atlvantaf^e  of  the  lake 
navigation,  most  prevailing  winds  and  currents  to  tide  water  helow  Montrea',  where 
they  would  arrive  In  the  time  at  present  occupied  in  reaching  Huffalo.  Hy  the  latter, 
or  Ottawa  canal,  upward  hoimd  vessel'l  would  have  the  benefit  of  an  iidand,  unob- 
Btructeil,  and  morn  direct  route  to  the  head  of  the  (Jeoigian  Hay,  whilst  in  the  lower 
Pt.  Lawrence  a  further  imi)rovement  may  be  eflectcd,  in  the  saving  of  from  o(ii)  to 
COO  miles,  bv  means  of  a  short  canal  at  the  head  of  the  It.iv  of  Fundv,  thus  throwing 
open  the  ontiro  American  and  Colonial  Beuboard,  and  perhaps,  at  the  sumo  tiino, 
supplying  the  advantages  contemplated  by  the  proposed  Champlaiu  route,  Chicago 
and  other  port.s  at  the  head  of  Lake  Michigan  and  Lake  Superior  being 
thenceforth  freed  to  the  commercial  world. 

To  the  St.  Lawrence,  as  the  natural  outlet  of  the  great  lakes  and  the  regions  wePt 
belongs  the  trade,  in  universally  admitted;  that  with  the  advaiitageof  being  one-fourth 
the  distance  nearer  Kurope,  together  with  the  facilities  presented  for  its  improvement, 
the  trade  cannot  longer  continue  to  take  the  more  southern  channels,  than  until  the 
above  improvement  shall  have  been  eflectcd,  mu.st  be  ecpially  cvident.f 

Persevce  then  with  the  light  heart  and  self  reliance  of  a  Canadian  A'oyageur,  who 
knows  no  obstacle ;  persevere  in  the  great  enterprise,  and  succe.as  is  certain.  The 
hope,  the  majesty  of  Canada  is  in  her  highways  as  the  biusis  of  her  national  wealth, 
as  in  her  agriculture,  her  domestic  industry  and  her  commerce. 

Bold,  comprehensive  and  enlightened  legislation,  consonant  with  the  .spirit  of  the 
ago,  and  in  which  the  sister  provinces^  (who.se  union  with  the  Camidas  cannot  long  be 
protracted),  should  be  invited  to  cooperate,  is  imperatively  demanded. 


♦  A  Victoria,  or  pxtcnslvi;  lloatinj,'  (lncl<,  lin^  become  ns  tssetitiiil  at  Montreal  as  the  Victoria 
Brlilno,  wliilst  tlie  filling'  uj)  and  (Iftitructidii  of  tliat  nol>le  lmrl)i>r,  once  tlie  pride  of  (Juel)i'C,  sliould 
at  once  lie  proliiliited,  («ul).stitutin^  U!«  a  Imllast  pround,  ttiroUKli  tlie  inedintn  of  liglilirs,  llie  river 
Pt.  CliarlfS,  a  simple  nieaiH  of  faeililatiii>:,  at  the  same  time,  tlie  extension,  north-easterly,  of  tlie 
limits  (loni^  adesiderutum)  to  tliat  important  city, 

+  It  having  been  ascertained  that  the  finest  and  most  approved  quftrries  exist  on  certain  islands 
in  the  vicinity  or  inunediately  on  the  line  of  the  proposed  canal,  it  may  apjiear  worthy  of  con- 
sideration how  far,  under  such  advantages,  as  in  most  parts  of  Europe,  convict  labor  may  not  be 
employed. 

X  In  connection  with  the  above,  the  Halifax  and  St.  Johns  Inter-coloninl  Railway,  both  of  which 
must  sooner  or  later  be  constructed,  deserve  attention;  and  it  would  be  well  if  tlie  Governor  of 
New  ltrun.svvicl<  at  once  sou;.'ht  the  possession  of  the  land  lying  north  of  the  St.  Johns  river,  hy 
purcfuiie,  wliicli  was  so  unjustly  ceded  by  the  Ashburton  treaty,  a  small  an>;iilar  piece  of  territory 
of  no  jtreat  value  or  importance  to  the  Uiiiteil  States,  but  absolutely  indispensalile  to  the  construc- 
tion of  a  St.  Johns  and  Quebec  Uailway.    If  properly  represented  to  tiie  United  States  government, 


CIEOUUIAX    IJAY    CANAL. 


r>o 


TIiIh  vnHt  nixl  iniport.mt  iippjMi(ln;,'f  to  tli.-  Hiitisli  ("lowii,  p(t.4j<c«^o<|  of  the  inriit 

proiiiisinj,'  .K'ntinU'?',  in  fli.'  i-njoynu'iit  of  every  institution  oyHcnliiil  to  inti-ll.'.tiinl  nml 

fiocial  (l.fvtiop.  mint,  Mitli  oi  <•  of  tl  c  iiioM  puKfciiI  loiin..  of  p.vrrniiiPiit  that  lin-j 

ever  i'.\i-ti!(J,   piottH-ti-d  atid  fJ^*tell•^l   by  the  iiio.-it  widi  ly  I'xtctnh'.i  iiml    pow.-tful 

I'liipire  the  world  lias  ever  Hcon,  should  till  ovi-ry  lieuit  witli  exiillutioii  and  |.iide,  and 

ptovo  tlio  most  powtrrul  incentive  to  energetic  uetion,  cnteipiiso  and  emulilioii.' 

I  ;ini  truly  yourH, 

WSl.  UKKS. 
KiVA9  Tii.t.v,  Ks.i. 

(.'Ill'/  Euijr  Toronto  li'  O.  U.  (\i„:>l, 

Toronto. 


conslilirliiK  the  very  irniit  cimcesjtiong  mB<If  liy  I.ki'1  Aslilmiton,  iM.th  In  111-  g.-ttlenx.-iit  <,t  the 
iiorlli-wtstcrii  It.umdary  mm  well  as  in  the  (ntfliini'iit  of  \\u:  ndilli-i  a.-ti  rii  l)<>iinilary,  no  iliml.t  iMit 
that  it  I'niilil  lie  pniihiiHeil  iit  ii  f.iir  vnliialion.  AlnmMt  of  r(|ii;il  linimrlaiic'r  to  Cutiaila.  U  that 
aiNo  C()iii|.rl.-4eil  l.itwcon  Ihc  J<1.  \.i,n\*  Mini  Jtiil  \\vvTi  at  tliu  htiwl  iif  X.wkv  Su|.fri(ir. 

•  A.'*  lii«lii-atlc.n,M  of  |irn«r(S8,  tlie  pnpulallon  i.f  the  Nurtli-wi'st  Is  already  set  down  at  lO/XiO.nOo, 
the  city  of  Chlian"  I-So.ihio.  Ciiieinnuli,  in  iirndilcts,  yldili'il  in  .,laii;:litor(<l  tatllu  Jilt.ne,  durin){ 
the  hi^t  yiar,  $>,iiimi,(M)ii,  and  ;.-raln  fr mi  all  iiait-"  in  iiroportldn,  Lak.'  Ii.«licri.-,  -o  t-)  1i«i.ni»» 
liari-rl"'.  Wliil.xt  thiTe  art'  no  It-si  tlian  fliree  I'ai'llic  railways  [irojictid,  sliowluj.'  thai  Ihi-  crcat 
EurdjKan  hlnhway  Is  n  prize  worth  ic.ntiiidliijf  for.  |&,000,0()(l,  with  as  many  aires  of  land  and  ttio 
lalmr  i.f  r»,(H)0  convli-ts,  would  aci-omiilish  tin-  work  In  (Ivf  yrars.  And  It  may  !•'•  di-irat>le  at  once 
to  reserve  for  the  hcnrtit  of  siudi  iindcrtakiiif.',  that  amount  of  the  Cnnvn  lands  throu^'hout  the 
lini'.  Nor  .■ihonld  any  fnrtlu-r  time  ho  lonthy  tho  Kovernment.  Siirviys  and  roails  throii>.'hout  the 
wholo  of  that  inter.' I'ctlntr  part  of  the  country,  should  he  made.  IlarluMN  and  enil>;r:itii>n  depotii 
Bhnuld  he  provldfd,  and  thertdiy  a  more  jruneraliy  eidi>.'hteiieil  and  lihiral  p'diey.  Oturht  we  fiot 
to  lie  allowed  nn  opportunity  of  redeemiti;,'  ourselves  from  the  stigma  of  a  late  Lieutenant-(>ov- 
ernor,  at  that  time  somewhat  merited,  namely,  that  our  iiDpiilation  'vas  not  that  of  th<'  paridi  of 
Mary  le  Bone,  our  revenue  not  that  of  an  Kuk'HsIi  Coinnioner,  our  hoasted  eanals  and  harb<»rs  niU» 
placed  and  hut  imlilie  patihwork,  our  enterprise  and  iiro-perlty  likened  to  a  ^'irdhd  tree;  wliilst 
the  Westminster  Utriiiv  eharacteri/.ed  the  whole  country  as  a  workhouse.  Thank",  however,  to 
tlie  estahllshineiit  of  a  Provincial  Board  of  Works,  and  perhaps  to  the  elrcum«fance  of  such  a 
reluike,  our  ):eneral  projrress  and  our  natioiial  works  ho  munKlceiitly  endowed,  will,  at  the  present 
period.  Well  compare  with  those  of  the  most  favored  of  other  countrh'S,  whdst  our  ^r'-at  natural 
and  commercial  advatila;.'es  prove  siijierior  to  any  on  the  whole  of  this  continent.  Ttuti  hf  f.ur 
Provincial  representatives  he  made  scnsllile,  that  the  greater  interests  of  the  country  lie  a  little 
beyond  their  own  doors  or  the  mere  frontier  line  of  settlement,  and  the  real  and  material  source  of 
wealth  remains  I  >  he  developed,  and  are  t  i  lie  mainly  souirlit  in  opening'  up,  settlin;,'  the  internal 
great  thorout-'lifaie  Indicated  alio\e,  and  which  will  he  fiUind  as  picturesque  and  fertile  as  the 
valleys  of  the  Hudson  and  Mohawk,  which  it  surpasses  In  the  extent  and  magnitude  of  its  water 
power.  To  succeed,  however.  In  securiii;;  the  conlldence  of  caidtalists,  and  attractintf  resiiectatde 
emigrants  to  our  views,  the-  (rreat  moral  lMt;'rests  must  not  he  overlooked.  Si'ctional  jeal"n»'»-s  and 
asperities,  |iiirty  feuds  and  party  processiony,  are  as  inimical  to  the  peace  and  prosperity  of  a  new 
country  as  they  are  degradintr  to  the  whide  community,  and  should,  hy  an  appeal  to  the  good 
sense,  pride  and  patrii'tism  of  the  people,  he  hy  mutual  coiueiit  forever  extiiiffuished.  Tlie  more 
comprehensive  desijrns  of  a  union  with  our  maritime  provinces,  the  Inter-oolonial  Kailway  and 
Ocean  Mail  service,  when  recehtd  iti  connection  with  our  acces.«ions  to  the  Northwestern 
territory,  and  the  various  Ainiricaii  projected  railway  routes  to  the  Piicific,  cannot  fail  to 
favorably  awaken  the  attention  of  the  Imperial  fiovernment  to  what  has  loiij,'  heen  foresh.idowed, 
the  estahlisliitif,' at  no  distant  period  of  a  refrular  I'acilic  jiortaKc  ;  and  it  would  he  an  eiiterprise 
worthy  tilt  Hudson's  Bay  Comjiuny,  considerinj,'  their  deeji  Interest  and  intiiniite  knowh.dv'c  of  that 
hi}.'lily  interesting  ciuiitry,  at  once  to  ]ilan  out  on  the  south  branch  of  the  noble  Saskatchewan, 
the  foundation  of  a  grt'tt  viutrol  vilij  of  the  North-west,  which  would  doubtless  he  f>.ll  jwcd  by 
a  gretit  military  or  governmental  hij-'h  road. 


60 


OEORCSIAN    BAY    OAXAL. 


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^Pl^ElSriDIX    T). 


(GEOLOGICAL  DKSCRII'TIUX. 


By  reforcnco  to  Sir  William  Logan's  map,  ilhistratiiif:^  the  pliy>iical  struotiirc  of 
tlic  Wtvtern  District  of  Upper  ('aiiacla,  it  will  \k'  otiservcd  that  the  proposetl  oaiial, 
coniinLMiciiig  at  the  ILiiiiher  liay  situati-il  in  the  lluiUon  IJivcr  group,  crosses  the 
line  of  division  l)etween  this  and  tlie  I'tiea  slate  ahout  twi-nty-three  miles  from  Lake 
Ontario,  and  the  line  of  division  of  the  Trentim  limestone,  thirty-three  miles  from 
Lake  Ontario,  comprising  the  "Hidges"  in  King,  lloute  No.  1  continues  iu  ihid 
groi.p  to  the  month  of  the  Xottawa.->aga  River. 

The  whole  ol'  the  proposed  routes  jiass  throngli  the  lower  silurian  form.ition, 
except  fifteen  miles  of  the  northern  portion  of  route  Xo.  2,  which  crosses  the  lino 
of  division  between  the  lower  silurian  and  Lanrenbian  soried  of  the  Geological 
survey. 

Route  Xo.  S  would  also  eonnnence  in  the  Hudson  river  group,  crossing  the  lines  of 
division  of  the  Ulica  slate  and  Trenton  gi'oups,  forty  and  fifty  miles  from  Lake 
Ontario  respectively,  and  continuing  in  the  latter  group  to  the  mouth  of  the  Xotta- 
wasaga  River. 

lu  Sir  AVilliam  Logan's  paper  on  the  physical  structure  of  the  Western  District, 
etc.,  published  in  the  August  number  [1S.")4]  of  the  Canadian  Journal,  the  position 
which  refers  to  this  locality  is  as  follows: 

"  Taking  these  roeks  in  the  genera!  groupings,  it  will  be  i)erceived  by  the  map  that 
the  lower  .«ilurian  series,  by  a  change  in  the  strike  from  \j9t  to  nurth-west,  sweeps 
round  fioni  Lake  Ontario  to  the  Georgian  I?ay,  and  proceeds  thence  by  the  north  side 
of  the  Manitaulin  Islands,  and  the  north  shore  of  Lake  Huron  to  the  northern  penin- 
sula of  'Michigan,  gradually  curving  to  (ireen  1'ay  in  Lake  Michigan.  The  upper 
Bilurian  follows  them.  The  Xiagara  limestone  at  the  base  aids  in  forming  the  mck 
of  land  separating  ai\d  holding  up  Lake  Erie  and  Lake  Ontario,  and  contiimes  in  a 
ridge  along  tin;  I'diie  Mttimtains,  and  the  promontory  ttrminating  at  Cabots  Ileatl 
and  Cape  Ilurd,  of  which  promontory  the  chain  of  the  Manilaiiiin  Islands  is  only  an 
interr\ipted  prolongation.'' 

The  llud.-on  river  group  isexposetlin  front  of  the  new  garrison,  west  of  To-onto, 
during  i.he  lowest  lake  level,  and  can  be  distinctly  traced  along  the  baidis  of  the 
river  Ilnmber  as  far  as  Herwiek,  on  the  south  side  of  the  ridges,  a  distance  of  four- 
teen miles,  indicating  an  imliaation  of  abmit  twenty  feet  to  the  mile  in  thi<  direction  ; 
on  the  north  ,>-ide  of  the  ridges  no  trace  of  this  group  has  been  discovered  along  the 
line  of  survev. 


02 


OEOUGIAK   IJAY    CAXAL. 


\ 


On  Lot  21  in  the  iUli  Ion.  of  Albion  towiisliip,  a  limcstonu  crops  out,  wliicli  from 
gooil  authority  is  stated  to  bo  a  portion  of  tlic  Trenton  group  ;  if  this  is  tlie  rase  the 
line  of  division  between  this  j^roup  and  the  Utioa  slate  should  be  drawn  ei^rht  miles 
further  west  than  is  indicated  on  the  f;eolo;:icul  map,  and  the  whole  of  the  deep 
excavation  in  the  township  of  King  would  be  in  the  Trenton  group. 

As  the  Trenton  limestone,  where  it  crops  out  on  the  river  St.  Lawrence,  is  proved 
to  be  very  suitable  for  building  purposes,  the  locks  on  the  St.  Lawrence  canals 
having  been  constructed  with  this  material,  the  work  on  the  excavation  will  be  con* 
eidcrul)iy  lessened  in  quantity,  and  as  the  limestone  can  be  used  in  the  construction 
of  the  locks,  a  considerable  saving  in  the  cost  would  be  effected. 

In  connection  with  this  question,  the  following  description  of  the  subsidence  of 
"drift  "  period  in  Sir  Charles  Lyell's  Manuel  of  Geology,  page  135,  will  be  interesting 
to  the  advocates  of  this  important  undertaking. 

From  the  distinct  evidence  of  drift  on  the  surface  of  the  ridges,  corresponding 
with  Sir  Charles  Lyell's  description,  there  can  be  no  doubt  but  that  the  upper  por- 
tion of  the  deep  excavation  will  be  through  the  "drift"  descril)ed  on  the  Trenton 
grouji,  thereby  redncmg  the  iiixijHrdfj/e  difficulties  to  those  of  time  and  money. 

"  By  the  hypothesis  of  such  a  slow  and  gradual  suljsidence  of  the  land,  we  may 
account  for  the  fact  that  almost  everywhere  in  North  America  and  Northern  Europe, 
the  boulder  formation  rests  in  a  polished  and  furrowed  surface  of  rock,  a  fact  by  no 
means  obliging  us  to  imagine,  as  some  think,  that  the  polishing  and  grooving  action 
was,  as  a  whole,  anterior  in  date  to  the  transportation  of  the  erratics. 

"  During  the  successive  depression  of  the  highland,  varying  originally  in  height  from 
1000  to  aooo  feet  above  the  sea  level,  every  portion  of  the  surface  would  be  brough; 
down  by  turns  to  the  level  of  the  ocean,  so  as  to  be  converted  (ii-st  into  a  coast  line 
and  then  into  a  shoal ;  and  at  length,  after  being  well  scored  by  the  stranding  upon 
it  of  thousands  of  icebergs,  might  be  sunk  to  a  depth  of  several  hundred  fathnms. 

"  By  the  constant  depression  of  land  the  coast  would  recede  further  and  further 
from  the  successively  formed  zones  of  polished  and  striabcd  rock,  each  outer  zone 
becoming  in  its  turn  so  deep  under  water  as  to  bo  no  longer  grated  upon  by  the 
lieaviest  icebergs.  Such  sunken  areas  would  then  simply  serve  as  receptacles  of 
mud,  sand  and  boulders,  dropped  from  melting  ice,  perhaps  to  a  depth,  scaicely,  if  at 
all  inhabited  by  urtaeca  and  zoophytes ;  meanwhile,  during  the  formation  of  the 
unstratified  and  unfossiliferous  mass  in  dei'per  water,  the  smoothing  and  furrowing 
of  shoals  and  breaches  is  still  going  on  elsewhere,  upon  and  near  the  coast  in  full 
activity. 

"If  at  length  t'le subsidence  should  cease,  and  the  direction  of  the  movement  of 
the  earth's  crust  be  reversed,  the  sunken  area  covered  with  drift  would  be  slowly 
reconverted  into  land. 

"  The  boulder  deposit,  before  emerging,  would  then  for  a  time  be  l)rought  within  the 
action  of  the  waves,  tidt  s  and  currents,  so  tliat  its  njiper  portion  being  partially 
disturbed,  would  have  its  materials  rearranged  and  stratitie<l.  Streams  also  Howuig 
from  the  hind  would  in  some  places  throw  down  layers  of  sediment  upon  the  till. 
In  that  ease,  the  order  of  superporition  will  be  first  and  uppermost,  sand,  loam  and 
gravel  occasionally  fossilifenms.  Secondly,  an  unstratified  and  uiifo.'^siliferous  mass, 
for  the  most  part  of  much  older  date  than  the  preceding,  with  angvilar  erratics  or 
with  boulders  interspersed  ;  and,  Thirdly,  beneath  the  whole,  a  surface  of  polished 
and  furrowed  rock." 


(lEORdlAX    BAY    CANAL. 


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